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HomeMy WebLinkAboutReports - Traffic Study - 10/01/2025~DRAFT~ TRAFFIC IMPACT STUDY Edison at University Plaza Fort Collins, Colorado Prepared for: TKG Management T R A F F I C I M P A C T S T U D Y ~DRAFT~ Edison at University Plaza Fort Collins, Colorado Prepared for TKG Management 211 North Stadium Boulevard, Suite 211 Columbia, MO 65203 Prepared by Erick W. Berry, PE, PTOE, RSP1 Kimley-Horn and Associates, Inc. 3325 South Timberline Road, Suite 130 Fort Collins, CO 80525 (970) 822-7911 October 2025 This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley-Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc. 296193000 Edison at University Plaza Page i TABLE OF CONTENTS TABLE OF CONTENTS ................................................................................................... i LIST OF TABLES .............................................................................................................ii LIST OF FIGURES ...........................................................................................................ii 1.0 EXECUTIVE SUMMARY .......................................................................................... 1 2.0 INTRODUCTION ...................................................................................................... 3 3.0 EXISTING AND FUTURE CONDITIONS ................................................................. 5 3.1 Existing Study Area ...................................................................................................................... 5 3.2 Existing Roadway Network ........................................................................................................... 5 3.3 Existing Traffic Volumes ............................................................................................................. 14 3.4 Background Traffic Growth ......................................................................................................... 14 4.0 PROJECT TRAFFIC CHARACTERISTICS ............................................................ 18 4.1 Trip Generation........................................................................................................................... 18 4.2 Trip Distribution & Traffic Assignment ......................................................................................... 18 4.3 Total (Background Plus Project) Traffic ....................................................................................... 19 5.0 TRAFFIC OPERATIONS ANALYSIS ..................................................................... 24 5.1 Analysis Methodology ................................................................................................................. 24 5.2 Key Intersection Operational Analysis ......................................................................................... 25 5.3 Vehicle Queuing Analysis ........................................................................................................... 34 5.4 CDOT Auxiliary Turn Lane Warrant & Length Evaluation............................................................. 36 5.5 Transit Evaluation ....................................................................................................................... 39 5.6 Multimodal Transportation Analysis ............................................................................................. 39 5.7 Improvement Summary............................................................................................................... 49 6.0 CONCLUSIONS AND RECOMMENDATIONS ....................................................... 51 Appendices Appendix A: Conceptual Site Plan Appendix B: Approved Base Assumptions Form Appendix C: Intersection Count Sheets Appendix D: Future Traffic Projections Appendix E: Trip Generation Worksheets Appendix F: Preliminary Designs Appendix G: Intersection Analysis Worksheets Appendix H: Queue Analysis Worksheets 296193000 Edison at University Plaza Page ii LIST OF TABLES Table 1 – Edison at University Plaza Traffic Generation ......................................................................... 18 Table 2 – Level of Service Definitions .................................................................................................... 24 Table 3 – Rutgers Ave & College Ave (US-287) (#1) LOS Results ......................................................... 26 Table 4 – Columbia Rd & College Ave (US-287) (#2) LOS Results ........................................................ 27 Table 5 – Access & College Ave (US-287) (#2) LOS Results ................................................................. 28 Table 6 – Drake Rd & Redwing Rd/Bay Rd (#4) LOS Results ................................................................ 29 Table 7 – Drake Rd & McClelland Dr (#5) LOS Results .......................................................................... 30 Table 8 – Drake Rd & College Ave (US-287) (#6) LOS Results .............................................................. 32 Table 9 – Drake Rd & College Ave (US-287) (#6) - Improved LOS Results ............................................ 33 Table 10 – Turn Lane Queuing Analysis Results .................................................................................... 35 Table 11 – Fort Collins Pedestrian Directness LOS Criteria .................................................................... 40 Table 12 – Pedestrian Directness LOS Calculations .............................................................................. 41 Table 13 – Fort Collins Pedestrian Continuity LOS Criteria ..................................................................... 42 Table 14 – Fort Collins Pedestrian Signalized Street Crossing LOS Criteria ........................................... 43 Table 15 – Pedestrian Signalized Street Crossing LOS Calculations ...................................................... 44 Table 16 – Fort Collins Pedestrian Visual Interest & Amenity LOS Criteria ............................................. 45 Table 17 – Fort Collins Pedestrian Security LOS Criteria ....................................................................... 46 Table 18 – Pedestrian LOS Analysis Results ......................................................................................... 47 Table 19 – Fort Collins Bike LOS Criteria ............................................................................................... 48 LIST OF FIGURES Figure 1 – Vicinity Map ............................................................................................................................ 4 Figure 2 – Existing Geometry and Control .............................................................................................. 13 Figure 3 – 2025 Existing Traffic Volumes ............................................................................................... 15 Figure 4 – 2027 Background Traffic Volumes ......................................................................................... 16 Figure 5 – 2047 Background Traffic Volumes ......................................................................................... 17 Figure 6 – Project Trip Distribution ......................................................................................................... 20 Figure 7 – Project Traffic Assignment .................................................................................................... 21 Figure 8 – 2027 Total Traffic Volumes ................................................................................................... 22 Figure 9 – 2047 Total Traffic Volumes ................................................................................................... 23 Figure 10 – Recommended Geometry and Control ................................................................................ 50 296193000 Edison at University Plaza Page 1 1.0 EXECUTIVE SUMMARY Edison at University Plaza is proposed to be located within the southwest quadrant of the Columbia Road and College Avenue (US-287) intersection in Fort Collins, Colorado. The project is proposed to include a single 4-story multifamily housing building, with approximately 270 apartment units. It is expected that the project will be completed in the next several years. Therefore, analysis was conducted for the 2027 short- term buildout horizon as well as the 2047 long-term twenty-year planning horizon. The purpose of this traffic study is to identify project traffic generation characteristics to determine potential project traffic related impacts on the local street system and to develop the necessary mitigation measures required for the identified traffic impacts. The following intersections were incorporated into this traffic study based on coordination with the City of Fort Collins: · Rutgers Avenue & College Avenue (US-287) · Columbia Road & College Avenue (US-287) · Drake Road & Redwing Road/Bay Road · Drake Road & McClelland Drive In addition, the existing three-quarter movement access along College Avenue (US-287), located approximately 400 feet south of Columbia Road, was evaluated. Regional access to the site will be provided by Interstate 25 (I-25) and College Avenue, also designated as United States Highway 287 (US-287). Primary access will also be provided by College Avenue (US-287). Direct access will be provided by one full movement access intersection along College Avenue (US-287), at Columbia Road, and one three-quarter movement access point along College Avenue (US-287), located approximately 400 feet south of Columbia Road. The proposed Edison at University Plaza is expected to generate approximately 1,242 daily weekday trips, with 118 of these trips occurring during the morning peak hour and 115 trips occurring during the afternoon peak hour. Based on the analysis presented in this report, Kimley-Horn believes the proposed Edison at University Plaza project will be successfully incorporated into the existing and future roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following conclusions and recommendations: 296193000 Edison at University Plaza Page 2 · Based on traffic projections and the threshold for requiring an access permit along CDOT roadways, a CDOT access permit is not anticipated to be required for the intersection of Drake Road and College Avenue (US-287) in association with this project. However, a CDOT access permit is anticipated to be required at both the intersection of Columbia Road and College Avenue (US-287) and the intersection of the site access located 400 feet south of Columbia Road, along College Avenue (US-287) in association with this project. · A southbound right turn lane exists at both the intersection of Columbia Road and College Avenue (US- 287) and the intersection of the site access located 400 feet south of Columbia Road, along College Avenue (US-287). At both locations the existing southbound right turn lane operates as a combined acceleration/deceleration auxiliary lane in combination with an intersection to the north. Based on a 40 mph speed limit, the required deceleration length for the southbound right turn lane, as defined in the SHAC, is 370 feet; however, shorter turn lane lengths are recommended in the City of Fort Collins’ Midtown in Motion. There may not be a need to maintain this deceleration length, due to the presence of three adjacent through lanes. Considering that these turn lane may not be warranted, no improvements to the southbound right turn lanes are recommended. It is, however, recommended that the City of Fort Collins and CDOT coordinate on the acceptable design for these southbound right turn lanes. · The City of Fort Collins, in partnership with CDOT, is currently considering geometric improvements for the intersection of Drake Road and College Avenue (US-287). These improvements include providing dual left turn lanes for the eastbound and westbound approaches, as well as channelized right turn lanes for the eastbound, westbound, and southbound approaches. Based on discussion with City of Fort Collins staff, it is believed that these planned improvements likely won’t be completed until after the 2027 short-term buildout horizon of this project. With the addition of project traffic in 2027, the intersection is anticipated to operate at an acceptable overall LOS D or better; however, the eastbound left turn and southbound through movements are anticipated to operate at LOS F during the afternoon peak hour. Considering the unacceptable operational performance of these movements, and the future planned intersection improvements, it is expected that the City will require a cost-sharing contribution for these movements. The exact amount of cost-sharing contribution would be determined through future coordination with City staff. · Any onsite or offsite improvements should be incorporated into the Civil Drawings and conform to standards of the City of Fort Collins, CDOT, and the Manual on Uniform Traffic Control Devices (MUTCD) – 11th Edition, 2023. 296193000 Edison at University Plaza Page 3 2.0 INTRODUCTION Kimley-Horn has prepared this report to document the results of a Traffic Impact Study for the proposed Edison at University Plaza to be located within the southwest quadrant of the Columbia Road and College Avenue (US-287) intersection in Fort Collins, Colorado. A vicinity map illustrating the project development location is shown in Figure 1. The project is proposed to include a single 4-story multifamily housing building, with approximately 270 apartment units. A conceptual site plan is attached in Appendix A. It is expected that the project will be completed late in 2027 or early in 2028; therefore, analysis was conducted for a 2027 short-term buildout horizon as well as a 2047 long-term twenty-year planning horizon. The purpose of this traffic study is to identify project traffic generation characteristics to determine potential project traffic related impacts on the local street system and to develop the necessary mitigation measures required for the identified traffic impacts. The following intersections were incorporated into this traffic study based on coordination with the City of Fort Collins, as documented in the approved base assumptions form (included in Appendix B): · Rutgers Avenue & College Avenue (US-287) · Columbia Road & College Avenue (US-287) · Drake Road & Redwing Road/Bay Road · Drake Road & McClelland Drive In addition, the existing three-quarter movement access along College Avenue (US-287), located approximately 400 feet south of Columbia Road, was evaluated. Regional access to the site will be provided by Interstate 25 (I-25) and College Avenue, also designated as United States Highway 287 (US-287). Primary access will also be provided by College Avenue (US-287). Direct access will be provided by one full movement access intersection along College Avenue (US-287), at Columbia Road, and one three-quarter movement access point along College Avenue (US-287), located approximately 400 feet south of Columbia Road. 296193000 Edison at University Plaza Page 5 3.0 EXISTING AND FUTURE CONDITIONS 3.1 Existing Study Area The proposed Edison at University Plaza is located within the University Shopping Center Subdivision. The University Shopping Center Subdivision is one of four subdivisions that makes up the commercial plaza contained by Rutgers Avenue to the north, Drake Road to the south, College Avenue (US-287) to the east, and the MAX Guideway to the west. This entire commercial area is located within the City of Fort Collin’s Midtown Corridor Targeted Redevelopment Area. The existing site is currently comprised of a commercial building housing multiple businesses, including the now vacant space that previously housed King Soopers. Immediately to the north and south of the site are commercial buildings, located within the same commercial plaza. Immediately to the east of the site, separated by College Avenue (US-287), is the South College Heights residential neighborhood. Immediately to the west of the site, separated by the Max Guideway, Burlington Northern Santa Fe (BNSF) railroad, and Bay Road, is Colorado State University’s Veterinary Campus. 3.2 Existing Roadway Network Within the study area, College Avenue (US-287) extends north/south with three through lanes in each direction and a raised median. Sidewalk exists on both sides of the roadway along with curb and gutter. On-street bike lanes are not provided. The posted speed limit is 40 miles per hour (mph). Based on the City of Fort Collins’ 2019 Transportation Master Plan, College Avenue (US-287) is classified as a 6-lane Major Arterial roadway. The State of Colorado Department of Transportation (CDOT) classifies College Avenue (US-287) as a Non-Rural Arterial (NR-B) facility within the study area. Based on data available on the City of Fort Collins’ Online Map Applications, College Avenue (US-287), between Drake Road and Harvard Street, exhibited a 2025 Average Daily Traffic (ADT) volume of 34,836 vehicles. Within the study area and east of College Avenue (US-287), Rutgers Avenue extends east/west with one through lane in each direction. Sidewalk exists on both sides of the roadway, along with curb and gutter. On-street bike lanes are not provided. On-street parking is allowed on both sides of the roadway. The posted speed limit is 25 mph. Rutgers Avenue is not included in the Major Street Network Map provided in the City of Fort Collins’ 2019 Transportation Master Plan; therefore, Rutgers Avenue is assumed to be classified as a Local roadway. West of College Avenue (US-287), Rutgers Avenue essentially exists as an internal roadway within the commercial plaza parking lot. 296193000 Edison at University Plaza Page 6 Within the study area and east of College Avenue (US-287), Columbia Road extends east/west with one through lane in each direction. Sidewalk exists on both sides of the roadway, along with curb and gutter. On-street bike lanes are provided, and on-street parking is allowed on both sides of the roadway. The posted speed limit is 25 mph. Based on the City of Fort Collins’ 2019 Transportation Master Plan, Columbia Road is classified as a 2-lane Collector roadway. West of College Avenue (US-287), Columbia Road essentially exists as an internal roadway within the commercial plaza parking lot. Within the study area, Drake Road extends east/west with two through lanes in each direction and a raised median. A two-way left-turn lane exists west of Redwing Road/Bay Road and no median exists east of Harvard Street. Sidewalk exists on both sides of the roadway, along with curb and gutter. On-street bike lanes are provided on both sides of the roadway; however, they are transitioned to the sidewalk between Harvard Street and Matthews Street, east of the study area. The posted speed limit is 35 mph. Based on the City of Fort Collins’ 2019 Transportation Master Plan, Drake Road is classified as a 4-lane Arterial roadway. Within the study area, Redwing Road/Bay Road extends north/south with a single through lane in each direction. Redwing Road, south of Drake Road, has sidewalk on the west side of the roadway. with curb and gutter and no bike lanes on both sides. Bay Road, north of Drake Road, does not have sidewalk nor curb and gutter on the west side of the roadway. The Mason Trail, a 10-foot-wide multi-use path runs along the east side of both Redwing Road and Bay Road. The posted speed limit is 25 mph. Redwing Road/Bay Road are not included in the Major Street Network Map provided in the City of Fort Collins’ 2019 Transportation Master Plan; therefore, Redwing Road/Bay Road are assumed to be classified as Local roadways. Within the study area, McClelland Drive extends north/south with a single through lane in each direction. Sidewalk exists along the east side of the roadway, along with curb and gutter. On-street bike lanes exist on both sides of the roadway. The posted speed limit is 30 mph. Based on the City of Fort Collins’ 2019 Transportation Master Plan, McClelland Drive is classified as a 2-lane Collector roadway. 296193000 Edison at University Plaza Page 7 The signalized intersection of Rutgers Avenue and College Avenue (US-287) (#1) operates with protected- permissive left turn phasing for the northbound left turn movement and operates with permissive-only left turn phasing for the other three left turn movements at the intersection. The northbound approach features a single left turn lane and three through lanes with the outside through lane functioning as a shared through/right turn lane. The southbound approach features a single left turn lane, three through lanes, and a single right turn lane. The eastbound approach features a single left turn lane and a single shared through/right turn lane. The westbound approach features a single shared lane for all movements. A north/south frontage exists along the east side of College Avenue (US-287). This frontage road intersection operates in combination with the main intersection of Rutgers Avenue and College Avenue (US-287) (#1). An aerial photo of the existing intersection configuration, dated August 14th, 2025, is shown below. Rutgers Avenue & College Avenue (US-287) (#1) College Ave (US-287) Rutgers Ave Ù NORTH 296193000 Edison at University Plaza Page 8 The signalized intersection of Columbia Road and College Avenue (US-287) (#2) operates with protected- permissive left turn phasing for the northbound and southbound left turn movements and operates with permissive-only left turn phasing for the eastbound and westbound left turn movements. The northbound approach features a single left turn lane and three through lanes with the outside through lane functioning as a shared through/right turn lane. The southbound approach features a single left turn lane, three through lanes, and a single right turn lane. The eastbound approach features a single left turn lane and a single through lane and a single right turn lane. The westbound approach features a single shared left turn/through lane and a single right turn lane. A north/south frontage exists along the east side of College Avenue (US- 287). This frontage road intersection operates in combination with the main intersection of Columbia Road and College Avenue (US-287) (#2). An aerial photo of the existing intersection configuration, dated August 14th, 2025, is shown below. Columbia Road & College Avenue (US-287) (#2) College Ave (US-287) Columbia Rd Ù NORTH 296193000 Edison at University Plaza Page 9 The unsignalized three quarter movement access located approximately 400 feet south of Columbia Road along College Avenue (US-287) operates with stop control on the eastbound approach. The northbound approach features a left turn lane and three through lanes. The southbound approach features three through lanes and a right turn lane. The eastbound approach features a single shared lane for all movements. An aerial photo of the existing intersection configuration, dated August 14th, 2025, is shown below. Access & College Avenue (US-287) (#3) Ù NORTH College Ave (US-287) Access 296193000 Edison at University Plaza Page 10 The signalized intersection of Drake Road and Redwing Road/Bay Road (#4) operates in conjunction with the signalized intersection of Drake Road and McClelland Drive (#5). Running north/south between the two intersections is a BNSF railroad. Although both intersections technically feature a northern intersection leg, eastbound left turn movements are prohibited at both intersections. An aerial photo of the existing intersection configurations, dated August 14th, 2025, is shown on the following page. At the Redwing Road/Bay Road intersection, the northbound left turn movement operates with permissive- only phasing, while the westbound left turn movement operates with protected-permissive phasing. The northbound approach provides a single left turn lane and a single right turn lane. A northbound through movement is prohibited. The southbound approach provides a single right turn lane. Both southbound through and left turn movements are prohibited. The eastbound approach provides two through lanes with the outside through lane functioning as a shared through/right turn lane. The westbound approach provides a single left turn lane and two through lanes with the outside through lane functioning as a shared through/right turn lane. At the McClelland Drive intersection, the southbound approach, which is designated as the MAX Guideway, provides a single lane and is only accessible to TRANSFORT vehicles. The northbound McClelland Drive approach provides a left turn lane, bus only through lane, and right turn lane. The eastbound approach provides two through lanes, with the outside through lane functioning as a shared through/right turn lane. The westbound approach provides a left turn lane and two through lanes, as well as a third through lane that serves as a portion of the storage for the westbound left turn lane at Redwing Road. 296193000 Edison at University Plaza Page 11 Drake Road & Redwing Road/Bay Road (#4) and Drake Road & McClelland Drive (#5) McClelland Dr Ù NORTH Redwing Rd Bay Rd 296193000 Edison at University Plaza Page 12 The signalized intersection of Drake Road and College Avenue (US-287) (#6) operates with protected-only left turn phasing for the northbound and southbound left turn movements and operates with protected- permissive left turn phasing for the eastbound and westbound left turn movements. The northbound and southbound approaches feature two left turn lanes, three through lanes, and a single right turn lane. The eastbound and westbound approaches features a single left turn lane, two through lanes, and a single right turn lane. The intersection currently features photo equipment for documenting red light violations. An aerial photo of the existing intersection configuration, dated August 14th, 2025, is shown on the following page. It should be noted that the City of Fort Collins and CDOT are currently developing future improvements at this intersection. Additional details regarding these improvements are provided later in this report. Drake Road & College Avenue (US-287) (#6) The intersection lane configuration and control for the study area intersections are shown in Figure 2. College Ave (US-287) Drake Rd Ù NORTH 50' C 80' 110' 160' C 160' 110' 190' 215' 200' 200' 175' 175' 200' 190' 140' 230' 100' C 70' 180' 190' 200' 260' 115' Bus Only 200' 175' 95' 296193000 Edison at University Plaza Page 14 3.3 Existing Traffic Volumes Existing turning movement counts were conducted at the study intersections on Tuesday, July 8, 2025, during the weekday morning and afternoon peak hours. The counts were conducted during the morning and afternoon peak hours of adjacent street traffic in 15-minute intervals from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM on this count date. The existing intersection traffic volumes are shown in Figure 3 with count sheets provided in Appendix C. 3.4 Background Traffic Growth When evaluating future horizons, growth in traffic volumes that is not attributable to the proposed project, also referred to as background traffic, is estimated to establish expected transportation operations prior to the addition of the proposed project. The background traffic growth is typically forecasted in one of two ways, 1) by considering new traffic associated with nearby proposed developments that has been documented in a traffic impact study, or 2) by applying annual growth rates developed by a municipality, planning organization, or department of transportation. The annual growth rates developed by these organizations typically consider expected development, regional growth, and changes in travel patterns to forecast future traffic volumes. According to traffic projections available on CDOT’s Online Transportation Information System (OTIS) website, the 20-year growth factor along College Avenue (US-287) in the vicinity of the site is between 1.17 and 1.19. The 20-year growth factor equates to annual growth rate of 0.83 percent. This annual growth rate was used to estimate a baseline background traffic volumes for the 2027 short-term and 2047 long-term horizons for all intersections within the study area. Traffic information from the CDOT OTIS website is included in Appendix D. In addition to the forecasting background traffic growth based on CDOT data, anticipated traffic volumes associated with the proposed redevelopment project located at the southwest corner of Drake Road and College Road were included as background traffic. As noted in the SWC Drake and College Traffic Impact Study, dated March 2025, the proposed redevelopment project is anticipated to be fully built out by 2028; therefore, the anticipated traffic volumes associated with this project were included in both the 2027 short- term and 2047 long-term horizons, in an effort to ensure a conservative estimate. Excerpts from the SWC Drake and College Traffic Impact Study are included in Appendix D. Background traffic volumes for 2027 and 2047 are shown in Figure 4 and Figure 5, respectively. 3(7) 3(9) 1(11) 22(131) 0(10) 60(173) 9(30) 937(1891) 54(133) 3(6) 1235(1466) 57(89) 1 35(39) 11(27) 42(34) 27(63) 7(25) 28(76) 14(57) 917(1911) 30(69) 11(42) 1222(1460) 40(82) 2 1(23) 954(1977) 27(33) 1267(1577) 40(58) 3 59(50) 874(1352) 17(3) 7(0) 763(1014) 1(0) 1(0) 10(13) 15(73) 9(21) 4 21(74) 880(1280) 80(92) 701(1002) 5(6) 52(118) 9(7) 72(126) 5 112(139) 544(662) 163(177) 152(230) 387(584) 133(173) 97(274) 738(1482) 136(267) 86(184) 1029(1282) 216(294) 6 3(7) 3(9) 1(11) 22(133) 0(10) 61(176) 9(31) 980(1953) 55(135) 3(6) 1293(1519) 58(90) 1 36(40) 11(27) 43(35) 27(64) 7(25) 28(77) 14(58) 959(1973) 31(70) 11(43) 1279(1513) 41(83) 2 1(23) 1024(2070) 27(34) 1350(1655) 41(59) 3 60(51) 892(1373) 17(3) 7(0) 790(1046) 1(0) 1(0) 10(13) 15(74) 9(21) 4 21(75) 835(1252) 81(94) 727(1034) 5(6) 69(133) 9(7) 136(175) 5 170(184) 515(650) 166(180) 149(227) 421(622) 222(243) 99(279) 791(1554) 124(254) 83(182) 996(1265) 212(290) 6 4(8) 4(11) 1(13) 26(157) 0(12) 72(208) 11(36) 1151(2298) 65(160) 4(7) 1518(1787) 68(107) 1 42(47) 13(32) 50(41) 32(76) 8(30) 34(91) 17(68) 1127(2322) 36(83) 13(50) 1503(1780) 48(98) 2 1(28) 1198(2431) 32(40) 1582(1944) 48(70) 3 71(60) 1051(1620) 20(4) 8(0) 929(1231) 1(0) 1(0) 12(16) 18(88) 11(25) 4 25(89) 995(1486) 96(110) 855(1217) 6(7) 78(155) 11(8) 149(198) 5 190(210) 614(771) 196(212) 176(269) 492(728) 247(275) 116(329) 926(1825) 149(303) 99(216) 1184(1500) 251(344) 6 296193000 Edison at University Plaza Page 18 4.0 PROJECT TRAFFIC CHARACTERISTICS 4.1 Trip Generation Site-generated traffic estimates are determined through a process known as trip generation. The most common practice for the trip generation process is to utilize rates and equations that are based on the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates and equations is the Trip Generation Manual1 published by the Institute of Transportation Engineers (ITE). ITE has developed these trip rates and equations based on nationwide studies. For this study, Kimley-Horn utilized the ITE Trip Generation Report fitted curve equations that apply to Multifamily Mid-Rise Housing (ITE Land Use Code 221) to estimate traffic associated with the development. Based on the ITE data, the proposed Edison at University Plaza is expected to generate approximately 1,242 daily weekday trips, with 118 of these trips occurring during the morning peak hour and 115 trips occurring during the afternoon peak hour.Table 1 summarizes the estimated trip generation for the site. The associated trip generation worksheet is included in Appendix E. Table 1 – Edison at University Plaza Traffic Generation Land Use and Size Weekday Vehicle Trips Daily AM Peak Hour PM Peak Hour In Out Total In Out Total Multifamily Housing, Mid-Rise (ITE 221) – 270 Dwelling Units 1,242 27 91 118 70 45 115 Total Project Trips 1,242 27 91 118 70 45 115 4.2 Trip Distribution & Traffic Assignment The directional distribution of traffic is a means to quantify the percentage of site-generated traffic that approaches the site from a given direction and departs the site back to the original source. Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, existing and anticipated surrounding demographic information, and the proposed access system for the project. The project trip distribution for the proposed development is illustrated in Figure 6. The project’s traffic assignment was obtained by applying the project trip distribution to the estimated traffic generation of the development shown in Table 1. Traffic assignment is shown in Figure 7. 1 Institute of Transportation Engineers,Trip Generation Manual, Eleventh Edition, Washington DC, 2021. 296193000 Edison at University Plaza Page 19 4.3 Total (Background Plus Project) Traffic Site traffic volumes were added to the background volumes to represent estimated traffic conditions for the 2027 short-term buildout horizon and 2047 long-term twenty-year planning horizon. These total traffic volumes for the study area are illustrated for the 2027 and 2047 horizon years in Figure 8 and Figure 9, respectively. 30% [30%] 1 [25%] [30%] 30% 25% 2 [45%] [25%] 45% 3 [20%] 20% 4 [20%] 20% 5 20% 20% [20%] [30%] [20%] 30% 6 8(21) 27(14) 1 23(11) 27(14) 8(21) 7(18) 2 41(20) 7(18) 12(32) 3 18(9) 5(14) 4 18(9) 5(14) 5 5(14) 5(14) 18(9) 27(14) 18(9) 8(21) 6 3(7) 3(9) 1(11) 22(133) 0(10) 61(176) 9(31) 988(1974) 55(135) 3(6) 1320(1533) 58(90) 1 36(40) 11(27) 43(35) 50(75) 7(25) 55(91) 14(58) 959(1973) 39(91) 11(43) 1279(1513) 48(101) 2 42(43) 1031(2088) 27(34) 1350(1655) 53(91) 3 60(51) 910(1382) 17(3) 7(0) 795(1060) 1(0) 1(0) 10(13) 15(74) 9(21) 4 21(75) 853(1261) 81(94) 732(1048) 5(6) 69(133) 9(7) 136(175) 5 170(184) 515(650) 171(194) 149(227) 421(622) 227(257) 117(288) 818(1568) 142(263) 83(182) 1004(1286) 212(290) 6 4(8) 4(11) 1(13) 26(157) 0(12) 72(208) 11(36) 1159(2319) 65(160) 4(7) 1545(1801) 68(107) 1 42(47) 13(32) 50(41) 55(87) 8(30) 61(105) 17(68) 1127(2322) 44(104) 13(50) 1503(1780) 55(116) 2 42(48) 1205(2449) 32(40) 1582(1944) 60(102) 3 71(60) 1069(1629) 20(4) 8(0) 934(1245) 1(0) 1(0) 12(16) 18(88) 11(25) 4 25(89) 1013(1495) 96(110) 860(1231) 6(7) 78(155) 11(8) 149(198) 5 190(210) 614(771) 201(226) 176(269) 492(728) 252(289) 134(338) 953(1839) 167(312) 99(216) 1192(1521) 251(344) 6 296193000 Edison at University Plaza Page 24 5.0 TRAFFIC OPERATIONS ANALYSIS Kimley-Horn’s analysis of traffic operations in the site vicinity was conducted to determine potential capacity deficiencies in the 2027 and 2047 analysis horizons at the identified key intersections. The acknowledged source for determining overall capacity is the Highway Capacity Manual (HCM)2. 5.1 Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). Level of service is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion).Table 2 shows the definition of level of service for signalized and unsignalized intersections. Table 2 – Level of Service Definitions Level of Service Signalized Intersection Average Total Delay (sec/veh) Unsignalized Intersection Average Total Delay (sec/veh) A ≤ 10 ≤ 10 B > 10 and ≤ 20 > 10 and ≤ 15 C > 20 and ≤ 35 > 15 and ≤ 25 D > 35 and ≤ 55 > 25 and ≤ 35 E > 55 and ≤ 80 > 35 and ≤ 50 F > 80 > 50 Definitions provided from the Highway Capacity Manual, Seventh Edition, Transportation Research Board, 2022. Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. Under the unsignalized analysis, the level of service for a two-way stop- controlled intersection is determined by the computed or measured control delay and is only defined for each minor movement. The level of service for a two-way stop-controlled intersection is not defined for the intersection overall intersection as a whole. Level of service for signalized intersections are defined for each approach and for the overall intersection. Table 4-2 of the 2021 the Larimer County Urban Area Street Standards (LCUASS), defines adequate public facilities (APF) standards, or minimum level of service thresholds for intersection operations. The APF standards for intersections within the city limits of Fort Collins were considered applicable for this study. Based on these standards, the following minimum level of service thresholds apply: 2 Transportation Research Board,Highway Capacity Manual, Seventh Edition, Washington DC, 2022. 296193000 Edison at University Plaza Page 25 · At signalized intersections, the minimum acceptable overall level of service is LOS D, with all approaches and individual movements operating at LOS E or better. · At unsignalized intersections between arterials and local roadways, such as the existing site access point along College Avenue (US-287), the minimum acceptable overall level of service is LOS D. Approaches and individual movements are technically allowed to operate at LOS F; however, mitigation may be required. 5.2 Key Intersection Operational Analysis The Synchro 11 software package was utilized to analyze the operational performance of the signalized and unsignalized key intersections, based on the methodology documented in the HCM 7th Edition. Calculations for the operational level of service at the key intersections for the study area are provided in Appendix G. The existing year analyses is based on the lane geometry and intersection control shown in Figure 2.While there are planned infrastructure improvements within the study area, none of them are anticipated to be fully constructed by the time the proposed Edison at University Plaza is operational; therefore the 2027 horizon analyses were also based on the existing lane geometry and intersection control. Notably, the City of Fort Collins, in partnership with CDOT, is currently considering geometric improvements for the intersection of Drake Road and College Avenue (US-287). These improvements, documented in 30 percent preliminary design plans, provided in Appendix F, include providing dual left turn lanes for the eastbound and westbound approaches, as well as channelized right turn lanes for the eastbound, westbound, and southbound approaches. In addition, the City of Fort Collins prepared the 2014 Midtown in Motion plan, which includes a preliminary design of the College Avenue (US-287) corridor. This plan was prepared in coordination with CDOT. Excerpts from this plan are also provided in Appendix F. In accordance with the LCUASS standards, the existing peak hour factors (PHFs) or 0.85, whichever is higher, independently considered for each intersection approach, were utilized in the existing and 2027 horizon analyses, while the LCUASS urban standard PHF of 0.95 was utilized for the 2047 horizon analyses. The existing heavy vehicle percentages obtained from the turning movement counts were also used in each horizon year. The signalized intersection analyses are based on the signal timing plans provided by the City of Fort Collins. These signal timing plans were considered, without modification, for all analyses. Furthermore, because the City is running signal coordination along both the College Avenue (US- 287) and Drake Road corridors, signal timing modifications were not considered to be feasible mitigation strategies, as adjustments to the individual intersections considered within the study area could result in 296193000 Edison at University Plaza Page 26 unintended impacts to traffic operations at other intersections along these corridors, outside of the study area. Rutgers Avenue & College Avenue (US-287) (#1) The signalized intersection of Rutgers Avenue and College Avenue (US-287) (#1) operates with protected- permissive left turn phasing for the northbound left turn movement and operates with permissive-only left turn phasing for the other three left turn movements at the intersection.Table 3 provides the results of the LOS analysis conducted at this intersection. The intersection is believed to currently operate acceptably at an overall LOS A, with all movements operating at LOS D or better during both peak hours under existing conditions. Both prior to, and with the addition of project traffic, the intersection is anticipated to continue operating at an acceptable level of service throughout the 2047 horizon. Therefore, no operational improvements or modifications are anticipated to be needed at this intersection due to the addition of project traffic, based on this operational analysis. Table 3 – Rutgers Ave & College Ave (US-287) (#1) LOS Results Intersection/ Critical Movement 2025 Existing 2027 BG 2027 Total 2047 BG 2047 Total APF Compliant? (Y/N)AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS Overall Int.A A A A A A A A A B Y Eastbound App.D D D D D D D D D D Y Eastbound Left D D D D D D D D D D Y Eastbound Thru/Right D D D D D D D D D D Y Westbound App.D D D D D D D D D D Y Westbound Left D D D D D D D D D D Y Northbound App.A A A A A A A A A A Y Northbound Left A A A A A A A C A C Y Northbound Thru A A A A A A A A A A Y Northbound Right A A A A A A A A A A Y Southbound App.A A A A A A A B A B Y Southbound Left A A A A A A A A A A Y Southbound Thru A A A A A A A B A B Y Southbound Right A A A A A A A A A A Y 296193000 Edison at University Plaza Page 27 Columbia Road & College Avenue (US-287) (#2) The signalized intersection of Columbia Road and College Avenue (US-287) (#2) operates with protected- permissive left turn phasing for the northbound and southbound left turn movements and operates with permissive-only left turn phasing for the eastbound and westbound left turn movements. Table 4 provides the results of the LOS analysis conducted at this intersection. The intersection is believed to currently operate acceptably at an overall LOS A, with all movements operating at LOS D or better during both peak hours under existing conditions. Both prior to, and with the addition of project traffic, the intersection is anticipated to continue operating at an acceptable level of service throughout the 2047 horizon. Therefore, no operational improvements or modifications are anticipated to be needed at this intersection due to the addition of project traffic, based on this operational analysis. Table 4 – Columbia Rd & College Ave (US-287) (#2) LOS Results Intersection/ Critical Movement 2025 Existing 2027 BG 2027 Total 2047 BG 2047 Total APF Compliant? (Y/N)AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS Overall Int.A A A A A A A A A A Y Eastbound App.D D D D D D D D D D Y Eastbound Left D D D D D D D D D D Y Eastbound Thru D D D D D D D D D D Y Eastbound Right D D D D D D D D D D Y Westbound App.D D D D D D D D D D Y Westbound Thru/Left D D D D D D D D D D Y Westbound Right D D D D D D D D D D Y Northbound App.A A A A A A A A A A Y Northbound Left A C A C A D A D A E Y Northbound Thru/Right A A A A A A A A A A Y Southbound App.A A A A A A A A A A Y Southbound Left A A A A A A A B A B Y Southbound Thru A A A A A A A A A A Y Southbound Right A A A A A A A A A A Y 296193000 Edison at University Plaza Page 28 Access & College Avenue (US-287) (#3) The unsignalized three quarter movement access located approximately 400 feet south of Columbia Road along College Avenue (US-287) operates with stop control on the eastbound approach. Table 5 provides the results of the LOS analysis conducted at this intersection. The intersection movements are believed to currently operate acceptably at LOS C or better during both peak hours under existing conditions. Both prior to, and with the addition of project traffic, all movements are anticipated to continue operating at an acceptable level of service throughout the 2027 horizon. By 2047, the northbound left turn may operate at a LOS E, prior to the addition of project traffic, and a LOS F, with the addition of project traffic. Based on LCUASS standards, a LOS F is acceptable for movements at this intersection classification. Therefore, no operational improvements or modifications are anticipated to be needed at this intersection due to the addition of project traffic, based on this operational analysis. Table 5 – Access & College Ave (US-287) (#2) LOS Results 2025 Existing 2027 BG 2027 Total 2047 BG 2047 Total APF Compliant? (Y/N)AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS Northbound Left B C B C B D B E B F Y Eastbound App.A B A B A B A B B B Y 296193000 Edison at University Plaza Page 29 Drake Road & Redwing Road/Bay Road (#4) The signalized intersection of Drake Road and Redwing Road/Bay Road (#4) operates in conjunction with the signalized intersection of Drake Road and McClelland Drive (#5).Table 6 provides the results of the LOS analysis conducted at this intersection. The intersection is believed to currently operate acceptably at an overall LOS B, with all movements operating at LOS E or better during both peak hours under existing conditions. Both prior to, and with the addition of project traffic, the intersection is anticipated to continue operating at an acceptable level of service throughout the 2047 horizon. Therefore, no operational improvements or modifications are anticipated to be needed at this intersection due to the addition of project traffic, based on this operational analysis. Table 6 – Drake Rd & Redwing Rd/Bay Rd (#4) LOS Results Intersection/ Critical Movement 2025 Existing 2027 BG 2027 Total 2047 BG 2047 Total APF Compliant? (Y/N)AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS Overall Int.B B B C B C B C B C Y Eastbound App.C C C D C D C E C E Y Eastbound Thru/Right C C C D C D C D C E Y Westbound App.A A A A A A A A A A Y Westbound Left A A A C A C A D A D Y Westbound Thru/Right A A A A A A A A A A Y Northbound App.D E D E D E D E D E Y Northbound Left D E D E D E D E D E Y Northbound Right D E D E D E D E D E Y Southbound App.D D D D D D D D D D Y Southbound Right D D D D D D D D D D Y 296193000 Edison at University Plaza Page 30 Drake Road & McClelland Drive (#5) The signalized intersection of Drake Road and McClelland Drive (#5) operates in conjunction with the intersection of Drake Road and Redwing Road/Bay Road (#4).Table 7 provides the results of the LOS analysis conducted at this intersection. The intersection is believed to currently operate acceptably at an overall LOS B, with all movements operating at LOS D or better during both peak hours under existing conditions. Both prior to, and with the addition of project traffic, the intersection is anticipated to continue operating at an acceptable level of service throughout the 2047 horizon. Therefore, no operational improvements or modifications are anticipated to be needed at this intersection due to the addition of project traffic, based on this operational analysis. Table 7 – Drake Rd & McClelland Dr (#5) LOS Results Intersection/ Critical Movement 2025 Existing 2027 BG 2027 Total 2047 BG 2047 Total APF Compliant? (Y/N)AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS Overall Int.B B B C B C B D B D Y Eastbound App.A A A B A B A E A E Y Eastbound Thru/Right A A A B A B A E A E Y Westbound App.C C C C C C C D C D Y Westbound Left B C C D C D C D C D Y Westbound Thru C C C C C C C D C D Y Northbound App.D D D C D C C C C C Y Northbound Left D D D D D D D D D D Y Northbound Thru D C C C C C C C C C Y Northbound Right D D C C C C C C C C Y Southbound App.D C C C C C C C C C Y Northbound Thru D C C C C C C C C C Y 296193000 Edison at University Plaza Page 31 Drake Road & College Avenue (US-287) (#6) The signalized intersection of Drake Road and College Avenue (US-287) (#6) operates with protected-only left turn phasing for the northbound and southbound left turn movements and operates with protected- permissive left turn phasing for the eastbound and westbound left turn movements. Table 8 provides the results of the LOS analysis conducted at this intersection. The overall intersection is believed to currently operate acceptably at an overall LOS D or better, with all movements operating at LOS E or better, during both peak hours under existing conditions. Prior to the addition of project traffic, the intersection is anticipated to continue operating acceptably throughout the 20207 horizon. With the addition of project traffic in 2027, the intersection is anticipated to operate at an acceptable overall LOS D or better; however, the eastbound left turn and southbound through movements are anticipated to operate at LOS F during the afternoon peak hour. Considering the unacceptable operational performance of these movements, and the future planned intersection improvements, it is expected that the City will require a cost-sharing contribution for these movements. The exact amount of cost-sharing contribution would be determined through future coordination with City staff. As noted previously the City of Fort Collins, in partnership with CDOT, is considering improvements for the intersection of Drake Road and College Avenue (US-287). These improvements, documented in 30 percent preliminary design plans, include providing dual left turn lanes for the eastbound and westbound approaches, as well as channelized right turn lanes for the eastbound, westbound, and southbound approaches. Based on discussion with City of Fort Collins staff, it is believed that these planned improvements likely won’t be completed until after the short-term buildout horizon of this project. If no improvements are made to the intersection by 2047, the intersection is anticipated to operate acceptably during the morning peak hour, both prior to the addition of project traffic and with the addition of project traffic. However, the intersection is anticipated to operate at an overall LOS E, with failing southbound movements during the afternoon peak hour, both prior to the addition of project traffic and with the addition of project traffic. Although signal timing modifications may marginally improve the overall intersection operations, the intersection is still expected to operate with failing conditions. If the planned intersection improvements are implemented by 2047, the improved intersection is expected to operate at with acceptable conditions in the morning peak hour, but still experience failing conditions during the afternoon peak hour.Table 9 provides the results of the LOS analysis conducted for the improved intersection configuration. 296193000 Edison at University Plaza Page 32 Table 8 – Drake Rd & College Ave (US-287) (#6) LOS Results Intersection/ Critical Movement 2025 Existing 2027 BG 2027 Total 2047 BG 2047 Total APF Compliant? (Y/N)AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS AM LOS PM LOS Overall Int.C D C D C D C E D E N Eastbound App.C D C D C D C D C E Y Eastbound Left C D D E D F D F D F N Eastbound Thru C D C D C D B C B C Y Eastbound Right B C A C A C A C A C Y Westbound App.D D D D D D D D D D Y Westbound Left C D D D D D D E D E Y Westbound Thru D E D E D E D E D E Y Westbound Right D C D C D C D C D C Y Northbound App.D B D B D B D C D C Y Northbound Left E D E D E D E D E D Y Northbound Thru D B D B D B D B D C Y Northbound Right B B B B B B B B B B Y Southbound App.B E B E B E B F C F N Southbound Left C E D E D E D F D F N Southbound Thru A E B E B F B F C F N Southbound Right A C A C B C B C C C Y 296193000 Edison at University Plaza Page 33 Table 9 – Drake Rd & College Ave (US-287) (#6) - Improved LOS Results Intersection/ Critical Movement 2047 BG - Improved 2047 Total - Improved APF Compliant? (Y/N)AM LOS PM LOS AM LOS PM LOS Overall Int.C E C E N Eastbound App.C C C C Y Eastbound Left C C C C Y Eastbound Thru C C C C Y Eastbound Right A A A A Y Westbound App.D D D D Y Westbound Left C C C C Y Westbound Thru D E D E Y Westbound Right A A A A Y Northbound App.D C D C Y Northbound Left E D E D Y Northbound Thru D B D B Y Northbound Right B B B B Y Southbound App.A F B F N Southbound Left C F C F N Southbound Thru A F A F N Southbound Right A A A A Y 296193000 Edison at University Plaza Page 34 5.3 Vehicle Queuing Analysis A vehicle queuing analysis was conducted for the study area intersections. The queuing analysis was performed using the Synchro 11 software package to calculate the anticipated 95th percentile queue lengths. The results are shown in the Table 10, on the following page,with calculations provided within the level of service operational sheets of Appendix G for unsignalized intersections and Appendix H for signalized intersections. All queues at the intersections of Rutgers Avenue and College Avenue (#1), Access and College Avenue (#3), Drake Road and Redwing Road/Bay Road (#4), and Drake Road and McClelland Drive (#5) are anticipated to remain within the existing turn lane lengths. At the intersection of Columbia Road and College Avenue (#2), all queues are anticipated to remain within the existing turn lane lengths except for the eastbound left turn movement, during the afternoon peak hour. The eastbound left turn lane was considered to be constrained by existing landscaping in the median; therefore, it is not recommended that the turn lane be extended. Although the eastbound left turn queue may extend beyond the existing turn lane length by one or two vehicles during the afternoon peak hour, sufficient storage is expected to exist within the adjacent through lanes during this time. If the existing intersection geometry were to remain in place at the intersection of Drake Road and College Avenue (#6), all queues are anticipated to remain within the existing turn lane lengths, except for the eastbound left turn, and southbound left turn. The eastbound left turn lane was considered to be constrained by the existing back to back westbound left turn lane at the access driveway along Drake Road, west of College Avenue. If this westbound turn lane were removed, it is recommended that the eastbound left turn lane at the intersection of Drake Road and College Avenue be extended west, as it is in the 30 percent design plans for the intersection. Similarly, the southbound left turn lane was considered to be constrained by the existing back to back northbound left turn lane at the access driveway along College Avenue, north of Drake Road. The constraining northbound left turn lane along College Avenue was recently constructed and may not be as easily eliminated as the constraining westbound left turn lane along Drake Road. If the 30 percent design plans are implemented at the intersection of Drake Road and College Avenue (#6), all queues are anticipated to remain within the existing turn lane lengths. 296193000 Edison at University Plaza Page 35 Table 10 – Turn Lane Queuing Analysis Results Intersection Turn Lane Existing Turn Lane Length 2027 Calc. Queue 2027 Rec. Length 2047 Calc. Queue 2047 Rec. Length Rutgers Ave & College Ave (#1) Eastbound Left Northbound Left Southbound Left Southbound Right C 180’ 190’ 200’ 73’/200’ 25’/99’ 25’/34’ 25’/30’ C 180’ 190’ 200’ 82’/244’ 25’/134’ 25’/54’ 25’/43’ C 180’ 190’ 200’ Columbia Rd & College Ave (#2) Eastbound Left Eastbound Right Westbound Right Northbound Left Southbound Left Southbound Right 95’ C 70’ 140’ 230’ 100’ C 66’/108’ 25’/33’ 25’/25’ 25’/63’ 25’/25’ 25’/25’ 95’ C 70’ 140’ 230’ 100’ C 69’/124’ 25’/41’ 25’/25’ 25’/70’ 25’/25’ 25’/25’ 95’ C 70’ 140’ 230’ 100’ C Access & College Ave (#3) Northbound Left 260’25’/50’260’25’/125’260’ Drake Rd & Redwing Rd/Bay Rd (#4) Westbound Left Northbound Left 55’ C 80’ 25’/25’ 25’/44’ 55’ C 80’ 25’/25’ 28’/49’ 55’ C 80’ Drake Rd & McClelland Dr (#5) Westbound Left Northbound Left Northbound Right 110’ 160’ C 160’ 25’/53’ 145’/210’ 25’/52’ 110’ 160’ C 160’ 25’/55’ 154’/231’ 25’/54’ 110’ 160’ C 160’ Drake Rd & College Ave (#6) Eastbound Left Eastbound Right Westbound Left Westbound Right Northbound Left Northbound Right Southbound Left Southbound Right 190’ 190’ 215’ 200’ 200’ DL 200’ 175’ DL 175’ C 239’/228’ 48’/23’ 146’/179’ 48’/94’ 124’/179’ 25’/25’ 72’/196’ 87’/193’ 190’ 190’ 215’ 200’ 200’ DL 200’ 175’ DL 175’ C 282’/247’ 58’/29’ 155’/264’ 61’/96’ 147’/226’ 29’/36’ 77’/227’ 102’/211’ 190’ 190’ 215’ 200’ 200’ DL 200’ 175’ DL 175’ C Drake Rd & College Ave (#6) (Improved Geometry) Eastbound Left Eastbound Right Westbound Left Westbound Right Northbound Left Northbound Right Southbound Left Southbound Right 270’ DL 200’ 300’ DL 165’ 240’ DL 210’ 240’ DL 215’C - / - - / - - / - - / - - / - - / - - / - - / - - - - - - - - - 52’/77’ 58’/29’ 73’/94’ 61’/96’ 147’/226’ 29’/36’ 77’/227’ 102’/211’ 270’ DL 200’ 300’ DL 165’ 240’ DL 210’ 240’ DL 215’ C C = Continuous; DL = Dual Left Turn Lanes; Red Text = Turn Lane Deficiency;Green Text = Turn Lane Constraint;Blue Text = 30% Design 296193000 Edison at University Plaza Page 36 5.4 CDOT Auxiliary Turn Lane Warrant & Length Evaluation The threshold for requiring an access permit along Colorado Department of Transportation (CDOT) roadways occurs when project traffic is anticipated to increase the existing access traffic volumes by more than 20 percent. Based on traffic projections, the addition of project traffic at the Drake Road and College Avenue (US-287) intersection is not anticipated to increase the existing traffic volume on any of the intersection legs by more than 20 percent. Therefore, a CDOT access permit is not anticipated to be required for the intersection of Drake Road and College Avenue (US-287). However, based on traffic projections the addition of project traffic on the west leg of the Columbia Road and College Avenue (US-287) intersection, as well as the west leg of the Access and College Avenue (US- 287) intersection are anticipated to increase existing access traffic volumes by more than 20 percent. Therefore, a CDOT access permit is anticipated to be required at both the intersection of Columbia Road and College Avenue (US-287) and the intersection of Access and College Avenue (US-287) in association with this project. Auxiliary turn lanes along CDOT controlled highways are to be implemented based on volume threshold requirements set forth in the State Highway Access Code (SHAC). Further, turn lane lengths should be designed based on the SHAC. College Avenue (US-287) is categorized as a Non-Rural Arterial (NR-B) with three through lanes in each direction and a posted speed limit of 40 miles per hour adjacent to the site. According to the State Highway Access Code for category Non-Rural Arterial (NR-B) roadway, the turn lane warrants are as follows: · A left turn lane with storage length plus taper is required for any access with a projected peak hour left ingress turning volume greater than 25 vehicles per hour. · A right turn lane with storage length plus taper is required for any access with a projected peak hour right ingress turning volume greater than 50 vph. However, right turn auxiliary turn lanes are generally not required when three through lanes are provided in each direction. · Acceleration lanes are generally not required. In addition to the guidance provided in the SHAC regarding auxiliary turn lanes, the City of Fort Collins prepared the 2014 Midtown in Motion plan, which includes a preliminary design of the College Avenue (US- 287) corridor. As documented in this plan, it is City’s preference that the existing combination right turn acceleration/deceleration auxiliary lanes along College Avenue (US-287) be removed and replaced with right turn deceleration lanes, within the vicinity of the study area. This plan was prepared in coordination with CDOT. The recommendations presented in the preliminary plans are highlighted in the following discussions of specific auxiliary turn lanes at the study intersection. 296193000 Edison at University Plaza Page 37 Based on the thresholds and warrants defined in the SHAC, the Non-Rural Arterial (NR-B) designation of College Avenue (US-287), a 40 mph posted speed limit, and the anticipated total traffic volume in 2027 and 2047, auxiliary turn lane requirements for the turning movements anticipated to be impacted by the proposed development, at the project access intersections anticipated to require a CDOT access permit are as follows: Columbia Road & College Avenue (US-287) (#2) · A northbound left turn lane does exist and is warranted based on the 2025 existing volumes indicating 82 vehicles during the afternoon peak hour and the threshold being 25 vph. The existing turn lane currently provides 140 feet of full width lane followed by a taper, approximately 95 feet in length, resulting in a total turn lane length of approximately 235 feet. Based on the anticipated 2047 total volumes, the storage requirement is 110 feet. Based on the 40 mph speed limit, the required taper for opening the lane is assumed to be 145 feet, based on a 12 foot wide lane and a taper rate of 12:1, per the SHAC. Therefore, the total turn lane length required to meet CDOT standards is believed to be 245 feet. The City of Fort Collins’ Midtown in Motion plan does not include any recommended improvements to this turn lane. Considering the existing total turn lane length is approximately 235 feet, no improvements to the northbound left turn lane are recommended. · A southbound right turn lane does exist; however, it may not be warranted based on the presence of three adjacent through lanes. The existing southbound right turn lane operates as a combined acceleration/deceleration auxiliary lane in combination with an existing right-in/right-out access point located approximately 325 feet north of Columbia Road. Based on the 40 mph speed limit, the required deceleration length for the southbound right turn lane, as defined in the SHAC, is 370 feet. This deceleration length extends beyond the existing right-in/right-out access point located to the north. The City of Fort Collins’ Midtown in Motion plan recommends a 165 foot right turn lane, followed by a reverse curve taper, approximately 50 feet in length. While this recommended turn lane length would not provide the deceleration length defined in the SHAC, there may not be a need to maintain this deceleration length, due to the presence of three adjacent through lanes. Furthermore, this recommended turn lane would eliminate the weave condition that exists today, by eliminating the acceleration lane for the right-in/right-out access point to the north. Considering that this turn lane may not be warranted, no improvements to the southbound right turn lane are recommended. It is however recommended that the City of Fort Collins and CDOT coordinate on the acceptable design for this southbound right turn lane. 296193000 Edison at University Plaza Page 38 Access & College Avenue (US-287) (#3) · A northbound left turn lane does exist and is warranted based on the 2025 existing volumes indicating 58 vehicles during the afternoon peak hour and the threshold being 25 vph. The existing turn lane provides 260 feet of full width lane, followed by a taper approximately 110 feet in length, resulting in a total turn lane length of approximately 270 feet. Based on the anticipated 2047 total volumes, the storage requirement is 100 feet. Based on the 40 mph speed limit, the required taper for opening the lane is assumed to be 145 feet, based on a 12 foot wide lane and a taper rate of 12:1, per the SHAC. Therefore, the total turn lane length required to meet CDOT standards is believed to be 235 feet. The City of Fort Collins’ Midtown in Motion plan does not include any recommended improvements to this turn lane. Considering the existing total turn lane length is approximately 270 feet, no improvements to the northbound left turn lane are recommended. · A southbound right turn lane does exist, although it may not be warranted based on the presence of three adjacent through lanes. The existing southbound right turn lane operates as a combined acceleration/deceleration auxiliary lane in combination with the Columbia Road intersection located approximately 375 feet north of this access. Based on the 40 mph speed limit, the required deceleration length for the southbound right turn lane, as defined in the SHAC, is 370 feet. This deceleration length extends all the way to the Columbia Road intersection. The City of Fort Collins’ Midtown in Motion plan recommends a 190 foot right turn lane, followed by a reverse curve taper, approximately 50 feet in length. While this recommended turn lane length would not provide the deceleration length defined in the SHAC, there may not be a need to maintain this deceleration length, due to the presence of three adjacent through lanes. Furthermore, this recommended turn lane would eliminate the weave condition that exists today, by eliminating the acceleration lane for the Columbia Road to the north. Considering that this turn lane may not be warranted, no improvements to the southbound right turn lane are recommended. It is however recommended that the City of Fort Collins and CDOT coordinate on the acceptable design for this southbound right turn lane. 296193000 Edison at University Plaza Page 39 5.5 Transit Evaluation Within the vicinity of the site, the TRANSFORT MAX Bus Rapid Transit and Flex – Boulder Express routes run northbound / southbound along the Max Guideway, north of Drake Road, and along McClelland Drive, south of Drake Road. The MAX Bus Rapid Transit route runs from the Fort Collins Downtown Transit Center to the Fort Collins South Transit Center from 5:20 AM to 10:20 PM during weekdays and Saturdays. The Flex – Boulder Express route runs from the Fort Collins Downtown Transit Center to the University of Colorado Boulder from 5:40 AM to 9:00 PM during weekdays and Saturdays. The stops located closest to the proposed development are the Drake Station and the Spring Creek Stations. Drake Station is located along the Max Guideway, just north of Drake Road, approximately one quarter mile south of the proposed development. The Spring Creek Stations are located along the Max Guideway, just south of Spring Creek, approximately one third of a mile north of the proposed development. Within the vicinity of the site, the TRANSFORT Route 7 runs eastbound and westbound along Drake Road with a stop on each side of Drake Road, between McClelland Drive and College Avenue. The bus route runs from the Colorado State University Transit Center to Liberty Common High School from 6:40 AM to 8:35 PM during weekdays and Saturdays. These transit routes will provide residents, employees, and visitors of the proposed development opportunities to utilize transit for traveling in and around the greater Fort Collins area. 5.6 Multimodal Transportation Analysis A multimodal transportation analysis was performed based on the methodology defined in the Fort Collins Multimodal Transportation Level of Service Manual published in Appendix H of the 2021 LCUASS. The multimodal transportation analysis included an assessment of level of service for pedestrians and bicycles. Pedestrian Analysis The five-evaluation metrics specific to pedestrian facilities were reviewed as part of this project. These include directness, continuity, street crossings, visual interest and amenity, and security. The City has established minimum level of service thresholds for each of the five-evaluation metrics, based on different categories of pedestrian priority areas. Based on its location, the proposed development falls within the “Activity Centers/Commercial Corridors” category. It should be noted that the proposed development is anticipated to construct a sidewalk around the perimeter of the development, as well as a mixed-use path, also referred to as a pedestrian promenade, along the east side of the Max Guideway. Eventually this promenade is anticipated to connect with the existing promenade west of King Soopers; and run continuously to the MAX BRT Spring Creek Stations. 296193000 Edison at University Plaza Page 40 However, portions of this promenade do not currently exist and the timeline for their construction is unknown. Directness The City of Fort Collins defines directness as the measurement of walking distance to destinations including transit stops, schools, parks, commercial, employment, or activity areas. A grid street pattern with sidewalks typifies the ideal system, allowing a pedestrian to easily travel in any direction. The measurement of directness is the A/M ratio, or the ratio of the Actual distance to a destination by way of pedestrian sidewalk or pathway divided by Minimum distance, as the crow flies. The directness level of service is based on the A/M ratio, as shown in Table 11. The minimum directness level of services for the proposed development is LOS B. Table 11 – Fort Collins Pedestrian Directness LOS Criteria Level of Service A B C D E F A/M Ratio < 1.2 1.2 – 1.4 1.4 – 1.6 1.6 – 1.8 1.8 – 2.0 > 2.0 The calculated A/M ratio for the proposed site and the destination areas evaluated are summarized in Table 12. The distances considered were measured from the edge of the proposed residential building nearest to the destination area, at the point of existing or future planned sidewalk. As noted previously, the timeline for the completion of an a continuous pedestrian promenade extending beyond site limits is currently unknown. It is anticipated that this pedestrian promenade would further improve pedestrian level of service beyond the levels identified in the following sections. the actual travel distances did not consider a future continuous pedestrian promenade and instead assumed the use of the existing sidewalk connections beyond the proposed site limits. Based on the calculations summarized in Table 12, all of the destination areas are anticipated to maintain a directness LOS B or better. 296193000 Edison at University Plaza Page 41 Table 12 – Pedestrian Directness LOS Calculations Description of Applicable Destination Area within 1,320’ (Destination Area Classification) Actual Distance Minimum Distance A/M Ratio LOS Max Bus Rapid Transit & Flex – Boulder Express Spring Crk Stn, Along Max Gdwy, South of Spring Crk (Transit Access) 1,625 ft 1,275 ft 1.27 B Max Bus Rapid Transit & Flex – Boulder Express Drake Stn, Along Max Gdwy, North of Drake Rd (Transit Access) 1,500 ft 1,150 ft 1.30 B Route 7 Westbound Stop, North side of Drake Rd, east of McClelland Dr (Transit Access) 1,375 ft 1,250 ft 1.10 A Route 7 Eastbound Stop, South side of Drake Rd, east of McClelland Dr (Transit Access) 1,775 ft 1,350 ft 1.31 B King Soopers Plaza, South of development (Retail Area) 750 ft 750 ft 1.00 A Whole Foods Plaza, North of development (Retail Area) 725 ft 725 ft 1.00 A South College Heights Neighborhood, East of development Intersection of Columbia Rd & College Drive (Residential Area) 550 ft 450 ft 1.22 B Destination shown in bold was used for distance measurements 296193000 Edison at University Plaza Page 42 Continuity The City of Fort Collins defines continuity as the measurement of completeness of the sidewalk/walkway systems. The measurement of continuity is both the physical consistency and type of sidewalk/walkway, as well as the visual connection from one segment to the next. The continuity level of service is defined by the City as shown in Table 13. The minimum continuity level of services for the proposed development is LOS B. Table 13 – Fort Collins Pedestrian Continuity LOS Criteria Level of Service A B C D E F Continuity Description Pedestrian sidewalk appears as a single entity with a major activity area or public open space. Continuous stretches of sidewalks which are physically separated by a landscaped parkway. Continuous stretches of sidewalks which may have variable widths, with and without landscaped parkways. Pedestrian corridors are not well connected with several breaches in pedestrian network Significant breaks in continuity. Complete breakdown in pedestrian traffic flow. All people select different routes. No network exists. The existing and future continuity level of service for the destination areas evaluated are summarized in Table 18. It should be noted that all sidewalks within the proposed development are anticipated to be constructed to the design standards defined for a continuity LOS B; therefore, all of the destination areas are anticipated to maintain a continuity LOS B. However, existing facilities outside of proposed development limits also have an impact on the anticipated continuity level of service. When considering the evaluated destination areas, there are no identified gaps in continuity outside of the development site, but the physical consistency of the existing sidewalks does vary. Street Crossings The City of Fort Collins evaluates street crossings as a measurement of safety at locations for which a pedestrian is required to cross a street. The measurement of street crossings considers both the exposure of pedestrians to automobiles, and design elements that positively reflect the presence of pedestrians. When evaluating street crossings, the City considers crossings as one of four classifications: signalized crossings, unsignalized crossings of a major street, unsignalized crossings of a minor street, and mid-block crossings. The street crossings level of service for signalized crossings is defined by the City as shown in Table 14. The street crossings level of service for the other three classifications of crossings is based on the presence and condition of crosswalks. The minimum street crossings level of services for the proposed development is LOS B. 296193000 Edison at University Plaza Page 43 Table 14 – Fort Collins Pedestrian Signalized Street Crossing LOS Criteria Level of Service A B C D E F Signalized Crossings ≤ 3 lanes to cross There is a clear view of vehicular and pedestrian signal heads Crosswalks are present and well marked Intersection and crosswalks are well lit so that pedestrians are visible at night Standard curb ramps Automatic pedestrian signal phase Amenities, signing, and sidewalk and roadway character strongly suggests presence of pedestrian crossings Unobstructed views of drivers and pedestrians 4 or 5 lanes to cross and/or Missing 2 elements of A 6 or more lanes to cross and/or Missing 4 elements of A Missing 5 elements of A Missing 6 elements of A Missing 7 elements of A The calculated street crossing level of service for the signalized street crossings that may be utilized by pedestrians traveling from the site to the evaluated destination areas are summarized in Table 15. It should be noted that ADA improvements are anticipated to be constructed at the intersection of Columbia Road and College Avenue (US-287) (#2). These improvements are primarily focused on the pedestrian ramps and crosswalks at the adjacent north/south frontage road crossings. While these improvements will have a benefit to the overall pedestrian level of service, the number of lanes pedestrians are required to cross on College Avenue (US-287), does result in a street crossing LOS C, below, the minimum desired LOS B. The existing and future street crossing level of service for the destination areas evaluated are summarized in Table 18. All of the destination areas are anticipated to maintain a street crossing LOS C or better. In addition to the signalized crossings, unsignalized crossings may include crossings of the parking lot circulatory roadways internal to the proposed development. While these are not technically street crossings, it is recommended that all of the crossing feature ADA compliant pedestrian ramps, and crosswalks. 296193000 Edison at University Plaza Page 44 Table 15 – Pedestrian Signalized Street Crossing LOS Calculations Intersection (Crossing Leg) # of Lanes to Cross Clear View of Veh & Ped Signal Heads? X-Walks Present & Well Marked? Int. & X- Walks Well Lit? Standard Curb Ramps? Auto Ped Phase? Character Suggesting Presence of Peds? Unobstructed Views?LOS Columbia Rd & College Ave (Columbia Rd) 4 Yes Yes Possibly Yes2 Yes, Actuated Yes Yes B Columbia Rd & College Ave (College Ave) 81 Yes Yes Yes Yes2 Yes, Actuated Yes Yes C Drake Rd & McClelland Dr (Drake Rd) 6 Yes Yes Yes Yes Yes, Actuated Yes Yes C Drake Rd & McClelland Dr (McClelland Dr) 3 Yes Yes Yes Yes Yes, Actuated Yes Yes A 1 - Does not consider two lane north/south frontage road crossing 2 – Standard curb ramps anticipated to be constructed as part of future improvements 296193000 Edison at University Plaza Page 45 Visual Interest and Amenity The City of Fort Collins defines visual interest and amenity as the measurement of the pedestrian system’s attractiveness and features. The visual interest and amenity level of service is defined by the City as shown in Table 16. The minimum visual interest and amenity level of service for the proposed development is LOS B. Table 16 – Fort Collins Pedestrian Visual Interest & Amenity LOS Criteria Level of Service A B C D E F Visual Interest & Amenity Description Visually appealing and compatible with local architecture. Generous sidewalk width, active building frontages, pedestrian lighting, street trees, and quality street furniture. Generous sidewalks, visual clarity, some street furniture and landscaping, no blank street walls. Functionally operational with less importance to visual interest or amenity. Design ignores pedestrian with negative mental image. Comfort and convenience nonexistent, design has overlooked needs of users. Total discomfort and intimidation. The existing and future visual interest and amenity level of service for the destination areas evaluated are summarized in Table 18. Currently the pedestrian infrastructure surrounding the existing site is believe to maintains a LOS B, as the infrastructure is not only functionally operational, but maintains generous sidewalks, with visual clarity and some street furniture and landscaping. With the development of the site, the sidewalks are anticipated to maintain this LOS B, with the installation of additional landscaping, widening or addition of sidewalks, and improved visual clarity. It should be noted that all sidewalks within the proposed development are anticipated to be constructed to the design standards defined for a visual interest and amenity LOS B; therefore, all of the destination areas are anticipated to maintain a visual interest and amenity LOS B. However, existing facilities outside of proposed development limits also have an impact on the anticipated visual interest and amenity level of service. 296193000 Edison at University Plaza Page 46 Security The City of Fort Collins defines security as the measurement of the pedestrian’s sense of security. The evaluation metric considers presence of other people using sidewalks, lighting, and clear lines of sight. The security level of service is defined by the City as shown in Table 17. The minimum security level of service for the proposed development is LOS B. Table 17 – Fort Collins Pedestrian Security LOS Criteria Level of Service A B C D E F Security Description Sense of security enhanced by presence of other people using sidewalks and overlooking them from adjacent buildings. Good lighting and clear sight lines. Good lighting levels and unobstructed lines of sight. Unobstructed lines of sight. Sidewalk configuration and parked cars may inhibit vigilance from the street. Major breaches in pedestrian visibility from street, adjacent land uses and activities. Streetscape is pedestrian intolerant. The existing and future security level of service for the destination areas evaluated are summarized in Table 18. Currently the pedestrian infrastructure within the overall University Shopping Center Subdivision, surrounding the existing site is believed to maintain a LOS B, as the infrastructure is believed to have good lighting levels and unobstructed lines of sight. With the development of the site, the sidewalks around the perimeter of the building, as well as the along the future pedestrian promenade, are anticipated to maintain the existing LOS B, ensuring that good lighting levels and unobstructed lines of sight continue to be provided. It should be noted that all sidewalks within the proposed development are anticipated to be constructed to the standards defined for a security LOS B; therefore, all of the destination areas are anticipated to maintain a security LOS B. However, existing facilities outside of proposed development limits that were not evaluated may also have an impact on the anticipated security level of service. 296193000 Edison at University Plaza Page 47 Table 18 – Pedestrian LOS Analysis Results Description of Applicable Destination Area within 1,320’ (Destination Area Classification) LOS Scenario Directness Continuity Street Crossings Visual Interest & Amenity Security Max Bus Rapid Transit & Flex – Boulder Express Spring Crk Stn, Along Max Gdwy, South of Spring Crk (Transit Access) Minimum Actual Proposed B B B B C B - - - B B B B B B Max Bus Rapid Transit & Flex – Boulder Express Drake Stn, Along Max Gdwy, North of Drake Rd (Transit Access) Minimum Actual Proposed B B B B C B - - - B B B B B B Route 7 Westbound Stop, North side of Drake Rd, East of McClelland Dr (Transit Access) Minimum Actual Proposed B A A B C B - - - B B B B B B Route 7 Eastbound Stop, South side of Drake Rd, East of McClelland Dr (Transit Access) Minimum Actual Proposed B B B B C B B B B B B B B B B King Soopers Plaza, South of development (Retail Area) Minimum Actual Proposed B A A B C B - - - B B B B B B Whole Foods Plaza, North of development (Retail Area) Minimum Actual Proposed B A A B C B - - - B B B B B B South College Heights Neighborhood, East of development Intersection of Columbia Rd & College Drive (Residential Area) Minimum Actual Proposed B A A B C B B C C B B B B B B 296193000 Edison at University Plaza Page 48 Bicycle Analysis The City of Fort Collins’ bicycle level of service standards are based on connectivity to bike facilities in connecting corridors. For the purposes of analysis, bicycle corridors may contain one of three types of facilities: on-street lanes, off-street paths, and/or on-street routes. Although the most recent LCUASS were published in 2021, Appendix H includes the City’s Multimodal Level of Service Manual, originally published in March of 1997. Based on the City’s manual, it is the City’s policy that on-street lanes provide safer and more direct connectivity than off-street multi-use paths The bike level of service is defined by the City as shown in Table 19. Based on the area of the city in which the proposed site is located, the minimum bicycle level of service is LOS B. Table 19 – Fort Collins Bike LOS Criteria Level of Service A B C D E F Bike Connectivity Description Directly connected to both North/South and East/West on-street lanes Directly connected to both North/South and East/West corridors, at least one of which features on- street lanes Directly connected to either a North/South or an East/West corridor which features on- street lanes Directly connected to either a North/South or an East/West corridor which features an off-street path Indirectly connected via an on- street unstriped route along a low volume local street to one or mor of the above within ¼ mile No direct or indirect connections to either North/South or East/West corridors Within the vicinity of the site, on-street bike lanes currently exist along both sides of Drake Road and along both sides of Columbia Road, east of College Avenue. College Avenue does not provide bike lanes. Furthermore, the nearby Mason Trail, which is a regional bike trail, is accessible via the intersection of Drake Road and Bay Road/Redwing Road. As noted previously, the proposed development includes the construction of a segment of a 10 foot wide multi-use path along the east side of the MAX Guideway. This multi-use path, while at times referred to as a pedestrian promenade, could also be utilized by bicyclists. Although it is not anticipated to be constructed as part of the proposed development, the City of Fort Collins’ 2014 Midtown in Motion Plan also recommends the future construction of a 10 foot wide multi-use path along the west side of College Avenue. 296193000 Edison at University Plaza Page 49 While there are opportunities for bicyclists to utilize existing on-street bike lanes and trails for traveling in and around the greater Fort Collins area, the majority of the destination areas evaluated in this study only require travel within the University Shopping Center Subdivision. Due to the fact that this subdivision is primarily a commercial plaza, the immediate area surrounding the proposed development is primarily composed of parking lots, with no roadways to provide on-street bike lanes. Therefore, bicyclists will be required to walk their bikes along sidewalks available within the subdivision to either travel to one of the destination areas, or the external bike facility connections noted above. Considering that there are no opportunities for on-street bike lanes within the commercial plaza, the destination areas could technically be interpreted as maintaining a LOS D, based on the criteria in Table 19. However, once a continuous mixed-use path is provided along the MAX Guideway, bicyclists would have an opportunity to travel north/south within the commercial plaza, which would be an improvement to the level of service. Furthermore, the commercial plaza provides connections to existing and future north/south and east/west bicycle facilities. Therefore, the future bicycle level of service is anticipated to be LOS B or better upon the construction of the proposed development and future planned off-site improvements. 5.7 Improvement Summary Based on the results of the intersection operational and vehicle queuing analysis, the key intersection recommended improvements and control are shown in Figure 10. 50' C 80' 110' 160' C 160' 110' 140' 230' 100' C 70' 180' 190' 200' 260' 115' Bus Only 95' 270' 280' 200' 200' 175' 175' 200' 190'200' 175' 280' 270' YIELD YIELD YIELD 296193000 Edison at University Plaza Page 51 6.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley-Horn believes the proposed Edison at University Plaza project will be successfully incorporated into the existing and future roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following conclusions and recommendations: · Based on traffic projections and the threshold for requiring an access permit along CDOT roadways, a CDOT access permit is not anticipated to be required for the intersection of Drake Road and College Avenue (US-287) in association with this project. However, a CDOT access permit is anticipated to be required at both the intersection of Columbia Road and College Avenue (US-287) and the intersection of the site access located 400 feet south of Columbia Road, along College Avenue (US-287) in association with this project. · A southbound right turn lane exists at both the intersection of Columbia Road and College Avenue (US- 287) and the intersection of the site access located 400 feet south of Columbia Road, along College Avenue (US-287). At both locations the existing southbound right turn lane operates as a combined acceleration/deceleration auxiliary lane in combination with an intersection to the north. Based on a 40 mph speed limit, the required deceleration length for the southbound right turn lane, as defined in the SHAC, is 370 feet; however, shorter turn lane lengths are recommended in the City of Fort Collins’ Midtown in Motion. There may not be a need to maintain this deceleration length, due to the presence of three adjacent through lanes. Considering that these turn lane may not be warranted, no improvements to the southbound right turn lanes are recommended. It is, however, recommended that the City of Fort Collins and CDOT coordinate on the acceptable design for these southbound right turn lanes. · The City of Fort Collins, in partnership with CDOT, is currently considering geometric improvements for the intersection of Drake Road and College Avenue (US-287). These improvements include providing dual left turn lanes for the eastbound and westbound approaches, as well as channelized right turn lanes for the eastbound, westbound, and southbound approaches. Based on discussion with City of Fort Collins staff, it is believed that these planned improvements likely won’t be completed until after the 2027 short-term buildout horizon of this project. With the addition of project traffic in 2027, the intersection is anticipated to operate at an acceptable overall LOS D or better; however, the eastbound left turn and southbound through movements are anticipated to operate at LOS F during the afternoon peak hour. Considering the unacceptable operational performance of these movements, and the future planned intersection improvements, it is expected that the City will require a cost-sharing contribution 296193000 Edison at University Plaza Page 52 for these movements. The exact amount of cost-sharing contribution would be determined through future coordination with City staff. · Any onsite or offsite improvements should be incorporated into the Civil Drawings and conform to standards of the City of Fort Collins, CDOT, and the Manual on Uniform Traffic Control Devices (MUTCD) – 11th Edition, 2023. 296193000 Edison at University Plaza Appendix A:Conceptual Site Plan C G ELEC BRKR ELEC BRKR ELEC BRKR ELEC BRKR ELEC BRKR ELEC BRKR E E EE E E E CONTROL IRR V.P. VAULT ELEC T ELECHYD G G G HYD S C FDC H2O W VAULT CABLE TRAFFIC VAULT T TELE C T VAULT CABLE VAULT CABLE CONTROL IRR CONTROL IRRHYD ELEC S SS S C.O. C.O. D DD D D T > > > > X X XX X X MCDONALD CORPORATION SOUTH COLLEGE SHOPS LLC CO L L E G E A V E . OUTDOOR COURTYARD POOL AMENITY DRAINAGE EASEMENT (WIDTH VARIES) 20 ' D R A I N A G E EA S E M E N T 20' DRAINAGE EASEMENT 20 ' D R A I N A G E EA S E M E N T 20 ' D R A I N A G E EA S E M E N T 24 ' E M E R A C C E S S EA S E M E N T 26' EMER ACCESS EASEMENT 26' EMER ACCESS EASEMENT 26' EMER ACCESS EASEMENT 26' EMER ACCESS EASEMENT 20' WATER EASEMENT 20' WATER EASEMENT EX. 20' WATER EASEMENT EX . B I C Y C L E P E D E S T R I A N AC C E S S E A S E M E N T (W I D T H V A R I E S ) EX. 5' UTILITY EASEMENT EX. 20' UTILITY EASEMENT EX. 5' UTILITY EASEMENT EX . 1 5 ' U T I L I T Y EA S E M E N T EX . 1 5 ' U T I L I T Y EA S E M E N T EX . 1 5 ' U T I L I T Y E A S E M E N T DRAINAGE EASEMENT (WIDTH VARIES) EX . 3 0 ' S A N I T A R Y SE W E R E A S E M E N T DRAINAGE EASEMENT (WIDTH VARIES) 20 ' W A T E R EA S E M E N T 6' GAS EASEMENT EX . 1 0 ' G A S EA S E M E N T 6' G A S E A S E M E N T 12' ACC E S S EASEM E N T 6' E L E C T R I C EA S E M E N T 12' ACCESS EASEMENT 12' ACCESS EASEMENT 24' ACCESS EASEMENT ACCESS EASEMENT (WIDTH VARIES) ELECTRIC EASEMENT 20' DRAINAGE EASEMENT FIRST BANK OF NORTHERN COLORADO PARCEL A GKT UNIVERSITY PLAZA LLC SOUTH COLLEGE SHOPS LLC LOT 2 4.72 AC LOT 1 10.17 AC KEY MAP N.T.S. S C O L L E G E A V E PROPERTY LINE LEGEND EXISTING EASEMENT PROPOSED CURB AND GUTTER PROPOSED EASEMENT PROPOSED ASPHALT PAVEMENT PROPOSED CONCRETE PAVEMENT PROPOSED CONCRETE FLATWORK PROPOSED SIGN 1.ALL SIGNS AND ROADWAY MARKINGS SHALL BE IN ACCORDANCE WITH THE CURRENT EDITION OF THE MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES. 2.PAVEMENT MARKINGS SHALL BE PER THE CITY OF FORT COLLINS STANDARDS. 3.SIGNS SHALL BE INSTALLED 2 FEET BEHIND CURB OR SIDEWALK. 4.SEE DETAIL SHEETS FOR ADDITIONAL INFORMATION REGARDING CURBS AND PAVEMENT SECTIONS. 5.LIMITS OF STREET CUT ARE APPROXIMATE. FINAL LIMITS ARE TO BE DETERMINED IN THE FIELD BY THE CITY OF FORT COLLINS ENGINEERING INSPECTOR. ALL REPAIRS TO BE IN ACCORDANCE WITH LARIMER COUNTY URBAN AREA STREET STANDARDS REPAIR STANDARDS. 6.ANY DAMAGED CURB, GUTTER, AND SIDEWALK EXISTING PRIOR TO CONSTRUCTION, AS WELL AS STREETS, SIDEWALKS, CURBS AND GUTTERS, DESTROYED, DAMAGED OR REMOVED DUE TO CONSTRUCTION OF THIS PROJECT, SHALL BE REPLACED OR RESTORED TO LARIMER COUNTY URBAN AREA STREET STANDARDS AT THE DEVELOPER'S EXPENSE PRIOR TO THE ACCEPTANCE OF COMPLETED IMPROVEMENTS AND/OR PRIOR TO THE ISSUANCE OF THE FIRST CERTIFICATE OF OCCUPANCY. 7.ALL PUBLIC CONCRETE PAVING SHALL BE 6-INCH THICK. 8.REFER TO SITE AND LANDSCAPE PLANS FOR ADDITIONAL INFORMATION RELATED TO DECORATIVE PAVING, HARDSCAPES, AND OTHER SITE AMENITIES. 9.CONCRETE PANS SHALL BE DESIGNED TO BE 4' WIDE WHEN PERPENDICULAR TO DRIVE AISLES AND 2' WIDE WHEN PERPENDICULAR TO PARKING STALLS UNLESS OTHERWISE NOTED. 10.TWO COATS WHITE LATEX TRAFFIC PAINT (4" MIN. WIDTH) REQUIRED FOR PAVEMENT STRIPING ON PARKING STALLS. 11.ADA ACCESS AISLE STRIPING SHALL BE PAINTED 4" SINGLE WHITE SOLID LINE AT 2'0" O.C. 45° TO THE DRIVE AISLE. FIRE ACCESS SHALL BE RED. 12.CONTRACTOR TO COORDINATE ANY EXISTING SIGNS AND PAVEMENT MARKINGS REMOVED DURING CONSTRUCTION WITH CITY OF FORT COLLINS SIGNS AND PAVEMENT MARKINGS MANAGER. 13.FIRE LANE SIGNAGE LOCATION IS APPROXIMATE. LOCATIONS TO BE DETERMINED WITH FUTURE LOT DEVELOPMENT SUBMITTALS. 14.THE DRIVE AREAS WITHIN THE DEDICATED EMERGENCY ACCESS EASEMENT MUST BE CAPABLE OF SUPPORTING 80,000 POUNDS. NOTES: LOT LINE TH I S D O C U M E N T , T O G E T H E R W I T H T H E C O N C E P T S A N D D E S I G N S P R E S E N T E D H E R E I N , A S A N I N S T R U M E N T O F S E R V I C E , I S I N T E N D E D O N L Y F O R T H E S P E C I F I C P U R P O S E A N D C L I E N T F O R W H I C H I T W A S P R E P A R E D . R E U S E O F A N D I M P R O P E R R E L I A N C E O N T H I S D O C U M E N T W I T H O U T W R I T T E N A U T H O R I Z A T I O N A N D A D A P T A T I O N B Y K I M L E Y - H O R N A N D A S S O C I A T E S , I N C . S H A L L B E W I T H O U T L I A B I L I T Y T O K I M L E Y - H O R N A N D A S S O C I A T E S , I N C . DESIGNED BY: BAW DRAWN BY: MKL CHECKED BY: AGR DATE: 10/29/25 NO . RE V I S I O N BY DA T E © 2 0 2 5 K I M L E Y - H O R N A N D A S S O C I A T E S , I N C . 33 2 5 S O U T H T I M B E R L I N E R O A D , S U I T E 1 3 0 FO R T C O L L I N S , C O L O R A D O 8 0 5 2 5 ( 9 7 0 ) 8 2 2 - 7 9 1 1 FOR REVIEW ONLY NOT FOR Kimley-Horn and Associates, Inc. CONSTRUCTION K: \ N C O _ C i v i l \ 2 9 6 1 9 3 0 0 0 _ E d i s o n \ C A D D \ P l a n S h e e t s \ C - S I T E . d w g PROJECT NO. SHEET TH E E D I S O N A T U N I V E R S I T Y P L A Z A 296193000 PRELIMINARY RNORTH OV E R A L L P A V I N G & S I G N A G E P L A N C2.0 5 OF 20 C2.1 C2.3 C2.2 296193000 Edison at University Plaza Appendix B:Approved Base Assumptions Form 296193000 Edison at University Plaza Appendix C:Intersection Count Sheets COLLEGE AVE COLLEGE AVERUTGERS AVERUTGERS AVE (303) 216-2439 www.alltrafficdata.net Location:1 COLLEGE AVE & RUTGERS AVE AM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:08:00 AM - 09:00 AM Peak 15-Minutes:08:45 AM - 09:00 AM 1,000 1,296 7 12 1,295962 82 114 0.84 N S EW 0.77 0.70 0.89 0.66 (2,216)(1,685) (21) (23) (167) (133) (2,205)(1,638) 54 09 1 3 3 22 0 60 0 0 93 7 57 1, 2 3 5 30 RUTGERS AVE RUTGERS AVE COLLEGE AVE COLLEGE AVE 11 6 3 3 N S EW 6 0 30 7 4 2 1 0 0 0 0 0 0 0 0 000 0 0 1 0 0 N S EW 0 0 0 0 0 0 0 0 0 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 7:00 AM 0 6 131 1 0 1130 5 1 0 0 1 266 1 0 0 21,6604 0 0 4 7:15 AM 0 6 194 0 1 1480 7 0 0 0 2 370 1 0 0 01,8943 3 0 6 7:30 AM 0 7 240 0 1 1770 10 0 0 1 1 449 1 0 0 02,0861 1 3 7 7:45 AM 0 8 312 0 1 2210 14 1 0 3 0 575 0 0 0 02,2505 2 3 5 8:00 AM 0 14 273 0 2 1850 8 0 0 0 0 500 1 0 0 22,3844 0 2 12 8:15 AM 0 14 311 0 0 2030 10 0 0 0 1 562 1 3 3 39 0 1 13 8:30 AM 0 13 304 0 6 2410 26 0 0 1 1 613 1 3 0 55 1 0 15 8:45 AM 0 16 347 0 1 3080 16 0 0 2 1 709 0 0 0 14 0 0 14 Count Total 769735 4,0441,5961212,1128407702960 1336 6 Peak Hour 0 60 0 0 3 3 0 57 1,235 0 9 937 2,38422 1 3 54 3 6 3 11 COLLEGE AVE COLLEGE AVECOLUMBIA RDCOLUMBIA RD (303) 216-2439 www.alltrafficdata.net Location:2 COLLEGE AVE & COLUMBIA RD AM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:08:00 AM - 09:00 AM Peak 15-Minutes:08:45 AM - 09:00 AM 961 1,292 88 32 1,273979 62 81 0.84 N S EW 0.76 0.76 0.91 0.82 (2,198)(1,640) (149) (59) (138) (119) (2,168)(1,681) 30 014 42 11 35 27 7 28 0 0 91 7 40 1, 2 2 2 110 COLUMBIA RD COLUMBIA RD COLLEGE AVE COLLEGE AVE 0 4 1 0 N S EW 4 0 10 0 0 0 0 2 0 0 0 1 0 1 0 000 0 0 0 0 1 N S EW 2 0 0 0 0 1 1 0 0 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 7:00 AM 0 7 129 0 2 1100 7 1 0 3 1 280 2 0 2 01,69210 2 2 6 7:15 AM 0 6 177 0 2 1420 4 3 0 7 2 368 0 0 0 01,9145 10 3 7 7:30 AM 0 4 244 0 1 1720 5 4 0 7 2 453 0 0 0 02,1045 3 2 4 7:45 AM 0 8 310 0 3 2230 5 1 0 11 3 591 0 0 0 02,2647 10 3 7 8:00 AM 0 10 277 0 2 1790 3 1 0 5 2 502 0 0 0 02,38412 6 2 3 8:15 AM 0 10 296 0 3 2000 13 0 0 6 2 558 0 0 0 06 13 3 6 8:30 AM 0 9 316 0 6 2360 3 2 0 14 2 613 0 4 1 04 9 1 11 8:45 AM 0 11 333 0 3 3020 9 4 0 10 5 711 0 0 0 05 14 5 10 Count Total 54216754 4,0761,5642202,0826501963016490 032 4 Peak Hour 0 28 7 0 35 11 0 40 1,222 0 14 917 2,38427 42 11 30 0 4 1 0 COLLEGE AVE COLLEGE AVE SHOPPING ACCESS (303) 216-2439 www.alltrafficdata.net Location:3 COLLEGE AVE & SHOPPING ACCESS AM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:08:00 AM - 09:00 AM Peak 15-Minutes:08:45 AM - 09:00 AM 981 1,267 1,307955 1 67 0.86 N S EW 0.77 0.94 0.50 (2,166)(1,683) (110) (3) (2,228)(1,638) 27 00 1 0 0 0 95 4 40 1, 2 6 7 00 SHOPPING ACCESS COLLEGE AVE COLLEGE AVE 0 0 0 N S EW 00 0 0 0 0 0 0 0 0 000 0 0 0 0 0 N S EW 0 0 0 0 0 0 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 7:00 AM 0 5 141 0 0 1160 0 0 267 0 0 01,6251 0 4 7:15 AM 0 6 192 0 0 1500 0 0 356 0 0 01,8590 0 8 7:30 AM 0 4 249 0 0 1770 0 0 436 0 0 02,0260 0 6 7:45 AM 1 6 317 0 0 2370 0 0 566 0 0 02,1881 0 4 8:00 AM 0 11 292 0 0 1940 0 0 501 0 0 02,2890 0 4 8:15 AM 0 9 305 0 0 2040 0 0 523 0 0 01 0 4 8:30 AM 0 8 335 0 0 2450 0 0 598 0 0 00 0 10 8:45 AM 0 12 335 0 0 3110 0 0 667 0 0 00 0 9 Count Total 4903 3,9141,634002,166611000 000 Peak Hour 0 0 0 0 40 1,267 0 0 954 2,2891 0 27 0 0 0 REDWING RD BAY RDW DRAKE RDW DRAKE RD (303) 216-2439 www.alltrafficdata.net Location:4 REDWING RD & W DRAKE RD AM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:07:45 AM - 08:45 AM Peak 15-Minutes:07:45 AM - 08:00 AM 11 17 950 779 2166 771 891 0.84 N S EW 0.55 0.88 0.86 0.79 (40)(18) (1,620) (1,459) (1,512) (1,442) (38)(107) 10 01 17 874 59 7 763 0 0 1 0 6 0 150 W DRAKE RD W DRAKE RD REDWING RD BAY RD 15 5 2 0 N S EW 4 1 02 12 3 0 0 1 0 0 0 57 0 3 0 000 1 0 2 0 1 N S EW 0 1 0 1 22 35 1 0 0 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 7:00 AM 0 0 0 0 0 00 1 109 0 3 97 228 0 1 0 11,4131 9 5 3 7:15 AM 0 1 0 0 0 00 0 171 0 2 134 317 0 0 1 51,5730 5 2 2 7:30 AM 0 0 0 0 0 00 0 170 0 4 166 349 0 1 1 31,6701 5 2 1 7:45 AM 0 0 0 0 0 00 0 242 0 14 251 519 0 3 0 51,7531 5 4 2 8:00 AM 0 1 0 0 1 01 0 151 0 19 205 388 0 0 0 31,7052 3 4 1 8:15 AM 0 2 0 0 0 00 0 187 0 7 204 414 0 0 1 31 8 3 2 8:30 AM 0 3 0 0 0 00 0 183 0 19 214 432 0 2 1 43 1 4 5 8:45 AM 0 0 0 0 0 00 0 214 0 26 216 471 0 1 2 14 3 7 1 Count Total 17313913 3,1180100701,4879401,42711 2560 8 Peak Hour 1 0 763 0 59 874 0 6 0 0 1 0 1,7537 17 15 10 0 5 2 15 MCCLELLAND DR MAX GUIDEWAYW DRAKE RDW DRAKE RD (303) 216-2439 www.alltrafficdata.net Location:5 MCCLELLAND DR & W DRAKE RD AM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:07:45 AM - 08:45 AM Peak 15-Minutes:07:45 AM - 08:00 AM 5 9 901 753 133106 781 952 0.85 N S EW 0.67 0.85 0.83 0.80 (14)(13) (1,563) (1,410) (1,622) (1,461) (194)(185) 0 00 0 880 21 80 701 0 0 0 5 72 9 520 W DRAKE RD W DRAKE RD MCCLELLAND DR MAX GUIDEWAY 19 6 3 0 N S EW 4 2 12 16 3 0 0 9 0 0 0 2 0 0 2 003 1 0 3 2 0 N S EW 5 4 0 1 2 0 0 0 0 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 7:00 AM 0 1 2 0 0 00 0 110 1 3 106 231 0 0 0 51,4594 0 4 0 7:15 AM 0 2 1 0 0 30 0 157 1 2 141 328 0 0 1 51,63514 0 7 0 7:30 AM 0 14 1 0 0 20 0 164 0 6 161 362 0 1 0 41,73311 0 3 0 7:45 AM 0 15 2 0 0 10 0 220 0 6 259 538 0 0 0 51,82025 0 10 0 8:00 AM 0 22 2 0 0 20 0 143 0 7 201 407 0 0 0 41,77214 0 16 0 8:15 AM 0 20 2 0 0 10 0 170 0 4 200 426 0 2 1 421 0 8 0 8:30 AM 0 15 3 0 0 10 0 168 0 4 220 449 0 4 2 620 0 18 0 8:45 AM 0 10 1 0 0 30 0 195 0 6 235 490 0 5 2 225 0 15 0 Count Total 0810134 3,2311300149901,5233821,32700 3560 12 Peak Hour 0 0 701 0 21 880 0 72 9 0 0 5 1,82080 0 52 0 0 6 3 19 COLLEGE AVE COLLEGE AVEE DRAKE RDW DRAKE RD (303) 216-2439 www.alltrafficdata.net Location:6 COLLEGE AVE & E DRAKE RD AM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:08:00 AM - 09:00 AM Peak 15-Minutes:08:45 AM - 09:00 AM 971 1,330 819 565 1,3321,003 673 897 0.86 N S EW 0.79 0.79 0.94 0.83 (2,246)(1,670) (1,468) (1,087) (1,589) (1,308) (2,246)(1,770) 13 6 592 163 544 112 152 387 133 0 1 73 8 21 6 1, 0 2 9 861 W DRAKE RD E DRAKE RD COLLEGE AVE COLLEGE AVE 3 0 4 2 N S EW 0 0 13 3 0 1 1 4 0 0 0 0 0 6 0 000 0 0 1 0 1 N S EW 3 1 0 0 0 0 1 0 0 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 7:00 AM 0 25 103 0 12 870 14 74 0 8 63 448 0 0 0 02,89717 20 8 17 7:15 AM 0 34 152 0 7 1380 18 85 0 19 91 619 0 0 0 03,30825 23 9 18 7:30 AM 0 36 210 0 10 1530 31 126 0 21 117 785 0 0 0 03,60330 21 11 19 7:45 AM 0 57 246 1 16 1850 29 141 0 39 179 1,045 0 0 0 13,73745 48 23 36 8:00 AM 0 65 262 1 15 1550 30 75 0 28 120 859 0 0 0 03,79528 32 17 31 8:15 AM 1 50 244 0 23 1580 31 112 0 30 133 914 0 0 1 235 50 18 29 8:30 AM 0 53 250 1 27 1861 34 91 0 16 129 919 1 0 1 038 37 17 39 8:45 AM 0 48 273 3 27 2390 38 109 0 38 162 1,103 1 0 2 151 44 34 37 Count Total 226137275269 6,6921,30113761,740368199419908132251 442 0 Peak Hour 1 133 387 0 112 544 1 216 1,029 5 92 738 3,795152 163 86 136 2 0 4 3 COLLEGE AVE COLLEGE AVERUTGERS AVERUTGERS AVE (303) 216-2439 www.alltrafficdata.net Location:1 COLLEGE AVE & RUTGERS AVE PM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:04:30 PM - 05:30 PM Peak 15-Minutes:05:15 PM - 05:30 PM 2,054 1,667 27 29 1,5612,029 314 231 0.97 N S EW 0.95 0.86 0.97 0.89 (3,211)(3,905) (49) (66) (491) (637) (2,997)(3,820) 13 3 1713 11 9 7 131 10 173 0 0 1, 8 9 1 89 1, 4 6 6 60 RUTGERS AVE RUTGERS AVE COLLEGE AVE COLLEGE AVE 6 6 6 4 N S EW 4 2 33 4 2 3 1 0 0 0 0 0 0 1 0 000 0 0 0 0 4 N S EW 0 0 0 0 0 0 3 1 0 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 4:00 PM 0 30 336 6 5 4840 48 3 0 0 1 979 0 0 1 13,82331 2 0 33 4:15 PM 0 33 305 3 8 4440 49 4 0 4 0 924 0 0 0 03,85632 1 1 40 4:30 PM 0 22 373 2 2 4740 41 1 0 1 1 985 0 0 0 03,95633 3 0 32 4:45 PM 0 23 342 3 6 4430 43 1 0 2 3 935 0 0 0 03,88733 3 2 31 5:00 PM 0 19 374 6 3 4830 57 2 0 2 2 1,012 2 3 3 33,76533 3 2 26 5:15 PM 0 25 377 6 2 4910 32 6 0 2 3 1,024 2 3 3 332 2 2 44 5:30 PM 0 17 362 7 2 3990 44 4 0 1 1 916 3 0 0 027 7 2 43 5:45 PM 0 34 316 9 1 3410 46 7 0 0 2 813 0 1 2 028 3 0 26 Count Total 275924249 7,5883,55929422,785203013120283600 797 7 Peak Hour 0 173 10 0 7 9 0 89 1,466 17 13 1,891 3,956131 11 6 133 4 6 6 6 COLLEGE AVE COLLEGE AVECOLUMBIA RDCOLUMBIA RD (303) 216-2439 www.alltrafficdata.net Location:2 COLLEGE AVE & COLUMBIA RD PM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:04:30 PM - 05:30 PM Peak 15-Minutes:05:15 PM - 05:30 PM 2,037 1,570 100 124 1,5842,014 164 177 0.96 N S EW 0.93 0.85 0.96 0.73 (3,006)(3,875) (170) (219) (342) (294) (3,050)(3,822) 69 057 34 27 39 63 25 76 0 0 1, 9 1 1 81 1, 4 6 0 421 COLUMBIA RD COLUMBIA RD COLLEGE AVE COLLEGE AVE 0 3 9 2 N S EW 1 2 45 0 0 1 1 0 0 0 0 0 0 0 0 000 0 0 0 0 4 N S EW 0 0 0 0 0 0 2 2 0 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 4:00 PM 0 26 342 1 12 4990 21 3 0 11 0 948 0 1 0 03,7178 3 10 12 4:15 PM 0 24 312 1 13 4540 16 3 0 9 0 883 0 0 1 03,75315 6 7 23 4:30 PM 0 19 378 0 14 4630 18 6 0 6 1 959 0 0 0 03,88518 7 15 14 4:45 PM 0 25 343 0 16 4590 11 1 0 14 8 927 0 0 4 03,81010 9 13 18 5:00 PM 1 19 382 0 12 4800 21 5 0 12 9 984 0 3 1 03,67218 4 6 15 5:15 PM 0 18 357 0 15 5090 26 13 0 7 9 1,015 2 0 4 017 14 8 22 5:30 PM 0 23 363 0 10 4090 19 4 0 11 3 884 0 1 0 08 5 11 18 5:45 PM 0 17 324 0 7 3640 17 8 0 12 4 789 0 0 0 08 6 7 15 Count Total 1377754102 7,3893,6379922,801171134820431490 0102 5 Peak Hour 0 76 25 0 39 27 1 81 1,460 0 57 1,911 3,88563 34 42 69 2 3 9 0 COLLEGE AVE COLLEGE AVE SHOPPING ACCESS (303) 216-2439 www.alltrafficdata.net Location:3 COLLEGE AVE & SHOPPING ACCESS PM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:04:30 PM - 05:30 PM Peak 15-Minutes:05:15 PM - 05:30 PM 2,010 1,577 1,6352,005 23 86 0.98 N S EW 0.94 0.96 0.82 (3,054)(3,823) (161) (39) (3,170)(3,817) 33 00 23 0 0 0 1, 9 7 7 53 1, 5 7 7 05 SHOPPING ACCESS COLLEGE AVE COLLEGE AVE 0 0 1 N S EW 00 0 0 1 0 0 0 0 0 000 0 0 0 0 5 N S EW 0 0 0 0 3 2 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 4:00 PM 1 13 386 0 0 5050 0 0 921 0 0 03,5576 0 10 4:15 PM 0 9 338 0 0 4760 0 0 830 0 0 03,5624 0 3 4:30 PM 1 11 416 0 0 4810 0 0 923 0 0 03,6687 0 7 4:45 PM 2 19 377 0 0 4720 0 0 883 0 0 03,5955 0 8 5:00 PM 0 9 401 0 0 4970 0 0 926 0 0 03,4757 0 12 5:15 PM 2 14 383 0 0 5270 0 0 936 1 0 04 0 6 5:30 PM 0 16 402 0 0 4260 0 0 850 0 0 05 0 1 5:45 PM 1 18 351 0 0 3870 0 0 763 0 0 01 0 5 Count Total 52039 7,0323,771003,0541097000 001 Peak Hour 0 0 0 5 53 1,577 0 0 1,977 3,66823 0 33 1 0 0 REDWING RD BAY RDW DRAKE RDW DRAKE RD (303) 216-2439 www.alltrafficdata.net Location:4 REDWING RD & W DRAKE RD PM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:04:45 PM - 05:45 PM Peak 15-Minutes:05:15 PM - 05:30 PM 13 3 1,405 1,090 9447 1,014 1,386 0.92 N S EW 0.63 0.96 0.64 0.85 (5)(32) (2,641) (2,140) (2,619) (2,010) (173)(92) 13 00 3 1,352 47 0 1,014 0 3 0 0 21 0 730 W DRAKE RD W DRAKE RD REDWING RD BAY RD 13 4 1 1 N S EW 3 1 01 1 12 1 0 6 0 0 0 75 1 0 1 000 2 0 1 0 0 N S EW 5 1 1 1 43 32 0 0 0 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 4:00 PM 0 7 0 0 0 01 0 262 0 12 301 624 0 1 0 42,3982 0 29 10 4:15 PM 0 3 0 0 0 00 0 289 0 12 298 617 0 2 2 32,4331 0 11 3 4:30 PM 0 5 0 0 1 00 0 226 0 10 289 550 4 0 1 32,4991 2 11 5 4:45 PM 0 6 0 0 0 00 0 240 2 22 314 607 0 0 1 22,5260 0 17 6 5:00 PM 0 8 0 0 0 00 0 254 1 8 355 659 1 0 0 42,4580 0 29 4 5:15 PM 0 5 0 0 0 00 0 301 0 8 354 683 0 3 0 30 2 11 2 5:30 PM 0 2 0 0 0 00 0 219 0 9 329 577 0 1 0 40 1 16 1 5:45 PM 0 5 0 0 0 00 0 213 0 6 306 539 0 4 1 01 0 8 0 Count Total 3113255 4,85601004102,5468732,00401 2355 11 Peak Hour 0 0 1,014 3 47 1,352 0 21 0 0 0 0 2,5260 3 73 13 1 4 1 13 MCCLELLAND DR MAX GUIDEWAYW DRAKE RDW DRAKE RD (303) 216-2439 www.alltrafficdata.net Location:5 MCCLELLAND DR & W DRAKE RD PM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:04:45 PM - 05:45 PM Peak 15-Minutes:05:15 PM - 05:30 PM 6 7 1,354 1,122 251170 1,094 1,406 0.92 N S EW 0.58 0.95 0.82 0.87 (13)(14) (2,526) (2,216) (2,639) (2,142) (513)(327) 0 00 0 1,280 72 92 1,002 0 2 0 6 12 6 7 11 8 0 W DRAKE RD W DRAKE RD MCCLELLAND DR MAX GUIDEWAY 16 14 3 1 N S EW 6 8 21 2 14 1 0 13 0 0 0 7 0 3 0 002 1 0 2 3 1 N S EW 8 5 0 1 4 3 1 0 0 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 4:00 PM 0 37 2 0 0 20 0 272 4 11 275 662 0 1 0 52,56719 0 40 0 4:15 PM 0 32 1 0 0 20 0 275 4 13 277 669 0 5 1 162,61027 0 38 0 4:30 PM 0 28 2 0 0 10 0 218 0 23 272 587 0 1 0 52,67518 0 25 0 4:45 PM 0 28 1 0 0 20 0 240 0 22 311 649 1 2 0 32,70520 0 25 0 5:00 PM 0 30 3 0 0 10 0 261 2 20 334 705 0 4 1 52,62823 0 31 0 5:15 PM 0 35 1 0 0 20 0 288 0 17 327 734 0 4 1 426 0 38 0 5:30 PM 0 33 2 0 0 10 0 213 0 13 308 617 0 4 1 423 0 24 0 5:45 PM 0 34 1 0 0 30 0 194 2 13 278 572 0 2 0 425 0 22 0 Count Total 02430181 5,19514001325702,382132121,96100 4641 23 Peak Hour 0 0 1,002 2 72 1,280 0 126 7 0 0 6 2,70592 0 118 0 1 14 3 16 COLLEGE AVE COLLEGE AVEE DRAKE RDW DRAKE RD (303) 216-2439 www.alltrafficdata.net Location:6 COLLEGE AVE & E DRAKE RD PM Tuesday, July 8, 2025Date: Peak Hour - Motorized Vehicles Peak Hour - Bicycles Peak Hour - Pedestrians Traffic Counts - Motorized Vehicles Note: Total study counts contained in parentheses. Peak Hour:04:30 PM - 05:30 PM Peak 15-Minutes:05:15 PM - 05:30 PM 2,023 1,638 978 1,036 1,7601,853 988 1,222 0.93 N S EW 0.90 0.93 0.99 0.90 (3,177)(3,888) (1,875) (1,919) (2,349) (1,946) (3,361)(3,625) 26 7 6 26 8 177 662 139 230 584 173 0 1 1, 4 8 2 29 2 1, 2 8 2 18 4 2 W DRAKE RD E DRAKE RD COLLEGE AVE COLLEGE AVE 4 3 5 6 N S EW 0 3 23 0 4 5 1 7 0 1 0 2 0 3 0 000 0 0 2 0 5 N S EW 1 6 0 0 1 1 3 2 0 0 0 0 Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 4:00 PM 0 77 295 0 67 3620 51 161 1 30 149 1,388 1 1 0 15,56466 43 31 55 4:15 PM 0 73 285 1 58 3990 48 150 0 38 131 1,379 1 1 0 45,58860 35 32 69 4:30 PM 0 79 318 2 62 3390 40 134 0 43 131 1,371 3 0 1 05,74967 44 48 64 4:45 PM 1 66 326 3 64 3821 41 128 0 27 168 1,426 2 0 2 05,70857 55 37 70 5:00 PM 1 84 306 0 66 3450 50 151 0 33 178 1,412 1 2 0 45,50648 33 50 67 5:15 PM 0 63 332 1 76 4160 42 171 0 36 185 1,540 0 1 2 058 45 49 66 5:30 PM 0 87 302 0 50 3290 51 122 0 42 153 1,330 0 0 0 059 39 36 60 5:45 PM 0 60 296 2 42 3140 39 106 0 28 156 1,224 4 0 2 245 52 27 57 Count Total 508310346460 11,0702,88648592,46058921,25127711,1233621 11712 5 Peak Hour 1 173 584 0 139 662 2 292 1,282 6 268 1,482 5,749230 177 184 267 6 3 5 4 296193000 Edison at University Plaza Appendix D:Future Traffic Projections Edison at University Plaza Fort Collins: Traffic Projections ROUTE REFPT ENDREFPT LENGTH AADT AADTYR YR20FACTOR Annual Growth LOCATION 287C 343.187 344.194 0.997 38000 2023 1.19 0.87%ON SH 287 N/O HORSETOOTH RD 287C 344.194 345.212 1.002 40000 2023 1.17 0.79%ON SH 287 N/O DRAKE RD Average 1.18 0.83% T R A F F I C I M P A C T S T U D Y SWC Drake and College Fort Collins, Colorado Prepared for Kentro Group 1509 York Street Suite 201 Denver, Colorado 80206 Prepared by Erick W. Berry, PE, PTOE, RSP1 Kimley-Horn and Associates, Inc. 3325 S. Timberline Road Suite 130 Fort Collins, Colorado 80525 (970) 822-7911 March 2025 This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley-Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc. 03/26/2025 096315014 SWC Drake & College Page 19 The SWC Drake and College project is expected to generate approximately 7,058 weekday daily trips, with 643 of these trips occurring during the morning peak hour and 610 trips occurring during the afternoon peak hour. Accounting for internal capture and pass-by, expected net new (non pass-by) trips to the surrounding street network results is approximately 2,046 weekday daily trips, of which 195 trips and 186 trips are anticipated during the weekday morning and afternoon peak hours, respectively. Calculations were based on the procedure and information provided in the ITE Trip Generation Manual, 11th Edition – Volume 1: User’s Guide and Handbook, 2021. Table 1 summarizes the estimated trip generation for the site. The trip generation worksheets are included in Appendix E. Table 1 – SWC Drake & College Traffic Generation Land Use and Size Weekday Vehicle Trips Daily AM Peak Hour PM Peak Hour In Out Total In Out Total Multifamily Housing (Mid-Rise) (ITE 221) – 100 Dwelling Units 454 9 28 37 24 15 39 Drive-In Bank (ITE 912) – 4,000 Square Feet 402 23 17 40 42 42 84 High-Turnover (Sit-Down) Restaurant (ITE 932) – 6,250 Square Feet 670 33 27 60 35 22 57 Convenience Store/Gas Station (ITE 945) – 16 Vehicle Fueling Positions 5,532 253 253 506 215 215 430 Total Project Trips 7,058 318 325 643 316 294 610 Internal Capture -826 -27 -27 -54 -43 -43 -86 Total Project Driveway Trips after Internal 6,232 291 298 589 273 251 524 Pass-By Reduction -4,186 -200 -194 -394 -174 -164 -338 Total External Non-Pass By Project Trips 2,046 91 104 195 99 87 186 096315014 SWC Drake & College Page 20 4.2 Trip Distribution Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, existing and anticipated surrounding demographic information, and the proposed access system for the project. The directional distribution of traffic is a means to quantify the percentage of site-generated traffic that approaches the site from a given direction and departs the site back to the original source. The non pass-by project trip distribution for the proposed development is illustrated in Figure 7. Since the project is a commercial development, a certain amount of traffic attracted to the gas station, restaurant, and bank will already be passing by the site. This pass-by distribution is a means to quantify the amount of traffic arriving to the site from a given direction and then leaving the site in the same original direction of travel, continuing the driver’s trip. The expected weekday morning and afternoon peak hour pass-by trip distributions were calculated based on actual traffic volumes traveling along the external street network. Directional differences in the morning and afternoon peak hours were accounted for in the pass-by distributions as shown in Figure 8 and Figure 9, respectively. 4.3 Traffic Assignment Project traffic assignment was obtained by applying the project trip distribution to the estimated traffic generation of the development shown in Table 1. Non pass-by traffic assignment is shown in Figure 10, while Figure 11 illustrates the expected pass-by traffic assignment. 4.4 Total (Background Plus Project) Traffic Site traffic volumes were added to the background volumes to represent estimated traffic conditions for the short-term 2028 buildout horizon and long-term 2045 twenty-year planning horizon. These total traffic volumes for the study area are illustrated for the 2028 and 2045 horizon years in Figure 12 and Figure 13, respectively. -28%(21%) 1 -28%(0%) 0%(21%) 2 13%(0%) -13%(0%) -4%(0%) -10%(17%) -3%(28%) 10%(0%) -10%(0%) -3%(0%) -22%(0%) -5%(0%) 3 4 0%(11%) -32%(23%) -30%(0%) 30%(0%) 5 -28%(0%) 17%(0%) -17%(0%) 0%(45%) 6 0%(21%) 7 0%(23%) -32%(0%) 53%(0%) -30%(0%) 8 30%(0%) 0%(11%) 9 16(13) 14(15) 1 14(15) 16(13) 16(13) 2 18(20) 21(17) 31(26) 27(30) 3 5(4) 5(4) 2(2) 3(3) 4 10(9) 21(17) 27(30) 5 14(15) 16(13) 36(30) 6 26(22) 3(3) 5(4) 7 21(17) 46(50) 8 27(30) 2(2) 10(9) 10(9) 9 -13(-15) 1 -60(-49) 47(34) 2 38(23) -38(-23) -6(-7) 7(11) 56(41) 14(17) -14(-17) -4(-5) -50(-38) -8(-9) 3 4 17(18) -13(-18) -62(-52) 62(52) 5 -60(-49) 38(30) -38(-30) 95(74) 6 47(34) 7 35(38) -48(-56) 100(92) -62(-52) 8 62(52) 17(18) 9 80' 150' 55'C 110' 160'C 160' 110' 270' 280' 270' 210' 240' 230' 200' 190'270' 240' 105' 140' 50' 60' 280' 270' YIELD YIELD YIELD 296193000 Edison at University Plaza Appendix E:Trip Generation Worksheets Project Subject Designed by Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Fitted Curve Equations Land Use Code - Multifamily Housing (Mid-Rise) (221) Independent Variable - Dwelling Units (X) X = 270 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 275) Directional Distribution:23%ent. 77%exit. (T) = 0.44 (X) - 11.61 T =118 Average Vehicle Trip Ends (T) = 0.44 *(270.0) - 11.61 27 entering 91 exiting 27 +91 =118 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 276) Directional Distribution:61%ent. 39%exit. (T) = 0.39 (X) + 0.34 T =115 Average Vehicle Trip Ends (T) = 0.39 *(270.0) + 0.34 70 entering 45 exiting 70 +45 =115 Weekday (200 Series Page 274) Directional Distribution:50%ent. 50%exit. (T) = 4.77 (X) - 46.46 T =1242 Average Vehicle Trip Ends (T) = 4.77 *(270.0) - 46.46 621 entering 621 exiting 621 +621 =1242 Edison at University Plaza Trip Generation for Multifamily Housing (Mid-Rise) EWB October 27, 2025 1 1 296193000 296193000 Edison at University Plaza Appendix F:Preliminary Designs (D) (D) (D ) (D ) (D ) (D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D ) (D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D)(D) (D ) (D 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D ) W(D) W( D ) W( D ) W( D ) W( D ) W( D ) G( D ) G( D ) G( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) T( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D) W( D ) W( D ) W(D)W(D)W(D)W(D)W(D) E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D) E( D ) E( D ) E( D ) FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D) FO ( D ) FO ( D ) FO( D ) FO( D ) FO(D) FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D) FO ( D ) E(D)E(D)E(D)E(D) E(D) E(D)E(D)E(D)E(D)E(D)E(D)E(D) E( D ) E( D ) E( D ) E(D)E(D)E(D)E(D) E(D) E(D)E(D)E(D)E(D) E( D ) E(D)E(D) E(D)E(D)E(D)E(D)E(D) E(D)E(D)E(D)E(D)E(D)E(D) E(D) E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D) E(D) E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) W(D) W( D ) W( D ) FO(D) FO(D) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W(D ) W( D ) W( D ) W( D ) W( D ) W(D ) W( D ) W( D ) W( D ) FO(D)FO(D) FO(D) FO ( D ) FO ( D ) FO ( D ) FO(D) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO(D) FO(D)FO(D)FO(D) FO(D) FO(D) FO(D) FO(D)FO(D) FO(D) E(D) E(D)E(D) E(D) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) E(D)E(D) FO(D ) FO(D ) FO(D)FO(D)E( D ) E(D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) T( D ) T( D ) T( D ) T( D ) T( D ) T( D ) T( D ) T( D ) T( D ) FO(D)FO(D)FO(D) E(D)E(D) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W(D) W(D)W(D) E( D ) E( D ) E(D)E(D)E(D)E(D) E(D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E(D) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) E( D ) G( D ) G( D ) G( D ) G( D ) G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D) G( D ) G( D ) G( D ) G( D ) G( D ) G( D ) G( D ) G( D ) G(D ) G(D ) G(D ) G(D ) G(D ) G(D ) G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D)G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G(D) G( D ) G( D ) G(D) G(D) G(D) G(D) W(D ) W(D ) W(D ) W(D ) W(D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W( D ) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D) W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D)W(D) W( D ) W( D ) W( D ) W( D ) FO ( D ) FO ( D ) FO ( D ) T( D ) T( D ) T( D ) T( D ) T( D ) T( D ) T( D ) T( D ) T( D ) T( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) T( D ) T( D ) T( D ) T(D)T(D)T(D)T(D) T(D) T(D) T(D) T(D) T(D) T(D) E(D ) E(D ) E(D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) FO ( D ) E( D ) E( D ) E( D ) E( D ) E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D)E(D) E( D ) E( D ) E( D ) E(D)E(D) FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D)FO(D) A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A M 5670 Greenwood Plaza Blvd., Ste 100W Greenwood Village, CO 80111 (303) 967-0353 N DRAKE DRAKE CO L L E G E CO L L E G E C: \ p w _ w o r k \ h o r r o c k s \ d 0 4 4 7 0 6 5 \ C O N C E P T R O L L P L O T 0 6 . d w g To d d S a n t e e 10 / 1 1 / 2 0 2 4 2 : 0 3 P M WARNING 0 40 80 IF THIS BAR DOES NOT MEASURE 2" THEN DRAWING IS NOT TO SCALE www.horrocks.com EXHIBIT 1 DRAKE & COLLEGE OVERALL PLAN EXISTING TREE (TYPICAL) KING SOOPERS DEVELOPMENT PRINCETON THUNDERBIRD FUTURE MIDTOWN DESIGN THUNDERBIRD EXISTING ROW EXISTING ROW EXISTING ROW EXISTING ROW LEGEND CONCEPTUAL DESIGN AAA EXISTING SECTION LINE EXISTING ROW EXISTING CDOT ROW EXISTING PROPERTY LINE EXISTING EASEMENT EXISTING STORM DRAIN PERMANENT STORM DRAIN OUTFALL OPTION 1 OUTFALL OPTION 2 APPENDIX A: 10% CORRIDOR PLAN SHEETS 0'25'50'100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 7 | AUGUST 2014 HARVARD TO DRAKE RECOMMENDED PLAN COLLEGE AVENUE 0'25'50'100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 8 | AUGUST 2014 PRINCETON TO COLUMBIA RECOMMENDED PLAN COLLEGE AVENUE 0'25'50'100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 9 | AUGUST 2014 COLUMBIA TO ARTHUR RECOMMENDED PLAN COLLEGE AVENUE TYPICAL DETAILS | AUGUST 2014 RAISED CROSSING DETAIL (TYP.) HIGH VISIBILITY SETBACK CROSSING DETAIL (TYP.)HIGH VISIBILITY ROADWAY ADJACENT CROSSING DETAIL (TYP.) RECOMMENDED PLAN COLLEGE AVENUE CROSS SECTIONS | AUGUST 2014 HARMONY TO HORSETOOTH SOUTH DISTRICT TYPICAL CROSS SECTION CENTER DISTRICT TYPICAL CROSS-SECTION NEIGHBORHOOD DISTRICT TYPICAL CROSS-SECTION UPPER DISTRICT TYPICAL CROSS-SECTION RECOMMENDED PLAN COLLEGE AVENUE 296193000 Edison at University Plaza Appendix G:Intersection Analysis Worksheets Timings 01_2025 Existing -AM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)60 0 3 3 57 1235 9 937 54 Future Volume (vph)60 0 3 3 57 1235 9 937 54 Turn Type Perm NA Perm NA pm+pt NA Perm NA Perm Protected Phases 4 8 1 6 2 Permitted Phases 4 8 6 2 2 Detector Phase 4 4 8 8 1 6 2 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 4.0 10.0 10.0 10.0 10.0 Minimum Split (s)35.0 35.0 31.0 31.0 11.0 28.0 23.0 23.0 23.0 Total Split (s)35.0 35.0 35.0 35.0 12.0 75.0 63.0 63.0 63.0 Total Split (%)31.8% 31.8% 31.8% 31.8% 10.9% 68.2% 57.3% 57.3% 57.3% Yellow Time (s)3.0 3.0 3.0 3.0 3.5 4.5 4.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 2.5 1.5 1.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lag Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 56 (51%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 70 Control Type: Actuated-Coordinated Splits and Phases: 1: College (US 287) & Rutgers HCM 7th Signalized Intersection Summary 01_2025 Existing -AM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)60 0 22 3 3 1 57 1235 3 9 937 54 Future Volume (veh/h)60 0 22 3 3 1 57 1235 3 9 937 54 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 0.96 0.96 1.04 0.96 1.00 1.00 0.96 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1796 1796 1945 1796 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 71 0 26 4 4 1 67 1453 4 11 1102 64 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 203 0 153 103 92 18 482 4267 12 330 3704 1147 Arrive On Green 0.10 0.00 0.10 0.10 0.10 0.10 0.08 1.00 1.00 0.96 0.96 0.96 Sat Flow, veh/h 1394 0 1566 567 945 189 1781 5257 14 365 5106 1582 Grp Volume(v), veh/h 71 0 26 9 0 0 67 941 516 11 1102 64 Grp Sat Flow(s),veh/h/ln 1394 0 1566 1701 0 0 1781 1702 1868 365 1702 1582 Q Serve(g_s), s 4.7 0.0 1.7 0.0 0.0 0.0 0.9 0.0 0.0 0.1 1.2 0.2 Cycle Q Clear(g_c), s 5.2 0.0 1.7 0.5 0.0 0.0 0.9 0.0 0.0 0.1 1.2 0.2 Prop In Lane 1.00 1.00 0.44 0.11 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 203 0 153 213 0 0 482 2763 1516 330 3704 1147 V/C Ratio(X)0.35 0.00 0.17 0.04 0.00 0.00 0.14 0.34 0.34 0.03 0.30 0.06 Avail Cap(c_a), veh/h 447 0 427 501 0 0 523 2763 1516 330 3704 1147 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.33 1.33 1.33 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 0.94 0.94 0.94 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.1 0.0 45.6 45.0 0.0 0.0 2.6 0.0 0.0 0.5 0.6 0.5 Incr Delay (d2), s/veh 1.0 0.0 0.5 0.1 0.0 0.0 0.1 0.3 0.6 0.2 0.2 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 0.0 0.7 0.2 0.0 0.0 0.2 0.1 0.2 0.0 0.3 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 48.1 0.0 46.1 45.1 0.0 0.0 2.7 0.3 0.6 0.7 0.8 0.6 LnGrp LOS D D D A A A A A A Approach Vol, veh/h 97 9 1524 1177 Approach Delay, s/veh 47.6 45.1 0.5 0.8 Approach LOS D D A A Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 9.5 84.8 15.7 94.3 15.7 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 6.0 57.0 29.0 69.0 29.0 Max Q Clear Time (g_c+I1), s 2.9 3.2 7.2 2.0 2.5 Green Ext Time (p_c), s 0.0 5.7 0.3 6.6 0.0 Intersection Summary HCM 7th Control Delay, s/veh 2.4 HCM 7th LOS A Timings 01_2025 Existing -PM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)173 10 7 9 89 1466 30 1891 133 Future Volume (vph)173 10 7 9 89 1466 30 1891 133 Turn Type Perm NA Perm NA pm+pt NA Perm NA Perm Protected Phases 4 8 1 6 2 Permitted Phases 4 8 6 2 2 Detector Phase 4 4 8 8 1 6 2 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 4.0 10.0 10.0 10.0 10.0 Minimum Split (s)35.0 35.0 31.0 31.0 11.0 28.0 23.0 23.0 23.0 Total Split (s)35.0 35.0 35.0 35.0 12.0 85.0 73.0 73.0 73.0 Total Split (%)29.2% 29.2% 29.2% 29.2% 10.0% 70.8% 60.8% 60.8% 60.8% Yellow Time (s)3.0 3.0 3.0 3.0 3.5 4.5 4.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 2.5 1.5 1.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lag Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Splits and Phases: 1: College (US 287) & Rutgers HCM 7th Signalized Intersection Summary 01_2025 Existing -PM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)173 10 131 7 9 11 89 1466 6 30 1891 133 Future Volume (veh/h)173 10 131 7 9 11 89 1466 6 30 1891 133 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 0.96 0.96 1.04 0.96 1.00 1.00 0.96 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1796 1796 1945 1796 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 178 10 135 7 9 11 92 1511 6 31 1949 137 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 286 21 287 85 110 108 236 3797 15 281 3274 1014 Arrive On Green 0.19 0.19 0.19 0.19 0.19 0.19 0.08 1.00 1.00 0.85 0.85 0.85 Sat Flow, veh/h 1386 110 1483 243 568 557 1781 5250 21 344 5106 1581 Grp Volume(v), veh/h 178 0 145 27 0 0 92 980 537 31 1949 137 Grp Sat Flow(s),veh/h/ln 1386 0 1593 1368 0 0 1781 1702 1867 344 1702 1581 Q Serve(g_s), s 8.7 0.0 9.7 0.1 0.0 0.0 2.0 0.0 0.0 1.8 13.7 1.7 Cycle Q Clear(g_c), s 18.5 0.0 9.7 9.8 0.0 0.0 2.0 0.0 0.0 1.8 13.7 1.7 Prop In Lane 1.00 0.93 0.26 0.41 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 286 0 308 302 0 0 236 2462 1350 281 3274 1014 V/C Ratio(X)0.62 0.00 0.47 0.09 0.00 0.00 0.39 0.40 0.40 0.11 0.60 0.14 Avail Cap(c_a), veh/h 364 0 398 394 0 0 268 2462 1350 281 3274 1014 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.33 1.33 1.33 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 0.90 0.90 0.90 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.5 0.0 43.0 39.7 0.0 0.0 7.3 0.0 0.0 3.3 4.2 3.3 Incr Delay (d2), s/veh 2.2 0.0 1.1 0.1 0.0 0.0 0.9 0.4 0.8 0.8 0.8 0.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.3 0.0 4.0 0.7 0.0 0.0 0.7 0.1 0.3 0.2 3.0 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 49.7 0.0 44.1 39.8 0.0 0.0 8.2 0.4 0.8 4.1 5.0 3.6 LnGrp LOS D D D A A A A A A Approach Vol, veh/h 323 27 1609 2117 Approach Delay, s/veh 47.2 39.8 1.0 4.9 Approach LOS D D A A Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 9.8 82.0 28.2 91.8 28.2 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 6.0 67.0 29.0 79.0 29.0 Max Q Clear Time (g_c+I1), s 4.0 15.7 20.5 2.0 11.8 Green Ext Time (p_c), s 0.0 15.1 0.8 7.1 0.0 Intersection Summary HCM 7th Control Delay, s/veh 6.9 HCM 7th LOS A Timings 02_2027 Background -AM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)61 0 3 3 58 1293 9 980 55 Future Volume (vph)61 0 3 3 58 1293 9 980 55 Turn Type Perm NA Perm NA pm+pt NA Perm NA Perm Protected Phases 4 8 1 6 2 Permitted Phases 4 8 6 2 2 Detector Phase 4 4 8 8 1 6 2 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 4.0 10.0 10.0 10.0 10.0 Minimum Split (s)35.0 35.0 31.0 31.0 11.0 28.0 23.0 23.0 23.0 Total Split (s)35.0 35.0 35.0 35.0 12.0 75.0 63.0 63.0 63.0 Total Split (%)31.8% 31.8% 31.8% 31.8% 10.9% 68.2% 57.3% 57.3% 57.3% Yellow Time (s)3.0 3.0 3.0 3.0 3.5 4.5 4.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 2.5 1.5 1.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lag Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 56 (51%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 70 Control Type: Actuated-Coordinated Splits and Phases: 1: College (US 287) & Rutgers HCM 7th Signalized Intersection Summary 02_2027 Background -AM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)61 0 22 3 3 1 58 1293 3 9 980 55 Future Volume (veh/h)61 0 22 3 3 1 58 1293 3 9 980 55 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 0.96 0.96 1.04 0.96 1.00 1.00 0.96 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1796 1796 1945 1796 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 72 0 26 4 4 1 68 1521 4 11 1153 65 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 204 0 154 103 93 19 465 4264 11 313 3700 1146 Arrive On Green 0.10 0.00 0.10 0.10 0.10 0.10 0.08 1.00 1.00 0.96 0.96 0.96 Sat Flow, veh/h 1394 0 1566 568 944 189 1781 5258 14 342 5106 1582 Grp Volume(v), veh/h 72 0 26 9 0 0 68 985 540 11 1153 65 Grp Sat Flow(s),veh/h/ln 1394 0 1566 1701 0 0 1781 1702 1868 342 1702 1582 Q Serve(g_s), s 4.8 0.0 1.7 0.0 0.0 0.0 0.9 0.0 0.0 0.1 1.3 0.2 Cycle Q Clear(g_c), s 5.3 0.0 1.7 0.5 0.0 0.0 0.9 0.0 0.0 0.1 1.3 0.2 Prop In Lane 1.00 1.00 0.44 0.11 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 204 0 154 214 0 0 465 2761 1515 313 3700 1146 V/C Ratio(X)0.35 0.00 0.17 0.04 0.00 0.00 0.15 0.36 0.36 0.04 0.31 0.06 Avail Cap(c_a), veh/h 447 0 427 501 0 0 505 2761 1515 313 3700 1146 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.33 1.33 1.33 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 0.93 0.93 0.93 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.1 0.0 45.5 44.9 0.0 0.0 2.6 0.0 0.0 0.6 0.6 0.6 Incr Delay (d2), s/veh 1.0 0.0 0.5 0.1 0.0 0.0 0.1 0.3 0.6 0.2 0.2 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 0.0 0.7 0.2 0.0 0.0 0.2 0.1 0.3 0.0 0.3 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 48.1 0.0 46.0 45.0 0.0 0.0 2.7 0.3 0.6 0.8 0.8 0.6 LnGrp LOS D D D A A A A A A Approach Vol, veh/h 98 9 1593 1229 Approach Delay, s/veh 47.5 45.0 0.5 0.8 Approach LOS D D A A Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 9.5 84.7 15.8 94.2 15.8 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 6.0 57.0 29.0 69.0 29.0 Max Q Clear Time (g_c+I1), s 2.9 3.3 7.3 2.0 2.5 Green Ext Time (p_c), s 0.0 6.0 0.3 7.1 0.0 Intersection Summary HCM 7th Control Delay, s/veh 2.3 HCM 7th LOS A Timings 02_2027 Background -PM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)176 10 7 9 90 1519 31 1953 135 Future Volume (vph)176 10 7 9 90 1519 31 1953 135 Turn Type Perm NA Perm NA pm+pt NA Perm NA Perm Protected Phases 4 8 1 6 2 Permitted Phases 4 8 6 2 2 Detector Phase 4 4 8 8 1 6 2 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 4.0 10.0 10.0 10.0 10.0 Minimum Split (s)35.0 35.0 31.0 31.0 11.0 28.0 23.0 23.0 23.0 Total Split (s)35.0 35.0 35.0 35.0 12.0 85.0 73.0 73.0 73.0 Total Split (%)29.2% 29.2% 29.2% 29.2% 10.0% 70.8% 60.8% 60.8% 60.8% Yellow Time (s)3.0 3.0 3.0 3.0 3.5 4.5 4.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 2.5 1.5 1.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lag Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 90 Control Type: Actuated-Coordinated Splits and Phases: 1: College (US 287) & Rutgers HCM 7th Signalized Intersection Summary 02_2027 Background -PM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)176 10 133 7 9 11 90 1519 6 31 1953 135 Future Volume (veh/h)176 10 133 7 9 11 90 1519 6 31 1953 135 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 0.96 0.96 1.04 0.96 1.00 1.00 0.96 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1796 1796 1945 1796 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 181 10 137 7 9 11 93 1566 6 32 2013 139 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 288 21 291 85 111 109 228 3785 15 268 3260 1010 Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.20 0.08 1.00 1.00 0.85 0.85 0.85 Sat Flow, veh/h 1386 108 1484 243 565 555 1781 5251 20 326 5106 1581 Grp Volume(v), veh/h 181 0 147 27 0 0 93 1015 557 32 2013 139 Grp Sat Flow(s),veh/h/ln 1386 0 1592 1363 0 0 1781 1702 1867 326 1702 1581 Q Serve(g_s), s 8.9 0.0 9.8 0.1 0.0 0.0 2.0 0.0 0.0 2.0 15.0 1.8 Cycle Q Clear(g_c), s 18.8 0.0 9.8 9.9 0.0 0.0 2.0 0.0 0.0 2.0 15.0 1.8 Prop In Lane 1.00 0.93 0.26 0.41 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 288 0 312 305 0 0 228 2454 1346 268 3260 1010 V/C Ratio(X)0.63 0.00 0.47 0.09 0.00 0.00 0.41 0.41 0.41 0.12 0.62 0.14 Avail Cap(c_a), veh/h 363 0 398 392 0 0 259 2454 1346 268 3260 1010 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.33 1.33 1.33 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 0.89 0.89 0.89 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.4 0.0 42.7 39.5 0.0 0.0 7.8 0.0 0.0 3.4 4.4 3.4 Incr Delay (d2), s/veh 2.3 0.0 1.1 0.1 0.0 0.0 1.0 0.5 0.8 0.9 0.9 0.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.4 0.0 4.0 0.7 0.0 0.0 0.7 0.2 0.3 0.2 3.2 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 49.7 0.0 43.9 39.6 0.0 0.0 8.9 0.5 0.8 4.3 5.3 3.7 LnGrp LOS D D D A A A A A A Approach Vol, veh/h 328 27 1665 2184 Approach Delay, s/veh 47.1 39.6 1.1 5.2 Approach LOS D D A A Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 9.9 81.6 28.5 91.5 28.5 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 6.0 67.0 29.0 79.0 29.0 Max Q Clear Time (g_c+I1), s 4.0 17.0 20.8 2.0 11.9 Green Ext Time (p_c), s 0.0 16.0 0.7 7.5 0.0 Intersection Summary HCM 7th Control Delay, s/veh 7.0 HCM 7th LOS A Timings 03_2027 Total -AM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)61 0 3 3 58 1320 9 988 55 Future Volume (vph)61 0 3 3 58 1320 9 988 55 Turn Type Perm NA Perm NA pm+pt NA Perm NA Perm Protected Phases 4 8 1 6 2 Permitted Phases 4 8 6 2 2 Detector Phase 4 4 8 8 1 6 2 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 4.0 10.0 10.0 10.0 10.0 Minimum Split (s)35.0 35.0 31.0 31.0 11.0 28.0 23.0 23.0 23.0 Total Split (s)35.0 35.0 35.0 35.0 12.0 75.0 63.0 63.0 63.0 Total Split (%)31.8% 31.8% 31.8% 31.8% 10.9% 68.2% 57.3% 57.3% 57.3% Yellow Time (s)3.0 3.0 3.0 3.0 3.5 4.5 4.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 2.5 1.5 1.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lag Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 56 (51%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 70 Control Type: Actuated-Coordinated Splits and Phases: 1: College (US 287) & Rutgers HCM 7th Signalized Intersection Summary 03_2027 Total -AM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)61 0 22 3 3 1 58 1320 3 9 988 55 Future Volume (veh/h)61 0 22 3 3 1 58 1320 3 9 988 55 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 0.96 0.96 1.04 0.96 1.00 1.00 0.96 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1796 1796 1945 1796 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 72 0 26 4 4 1 68 1553 4 11 1162 65 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 204 0 154 103 93 19 462 4264 11 305 3700 1146 Arrive On Green 0.10 0.00 0.10 0.10 0.10 0.10 0.08 1.00 1.00 0.96 0.96 0.96 Sat Flow, veh/h 1394 0 1566 568 944 189 1781 5258 14 331 5106 1582 Grp Volume(v), veh/h 72 0 26 9 0 0 68 1005 552 11 1162 65 Grp Sat Flow(s),veh/h/ln 1394 0 1566 1701 0 0 1781 1702 1868 331 1702 1582 Q Serve(g_s), s 4.8 0.0 1.7 0.0 0.0 0.0 0.9 0.0 0.0 0.1 1.3 0.2 Cycle Q Clear(g_c), s 5.3 0.0 1.7 0.5 0.0 0.0 0.9 0.0 0.0 0.1 1.3 0.2 Prop In Lane 1.00 1.00 0.44 0.11 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 204 0 154 214 0 0 462 2761 1515 305 3700 1146 V/C Ratio(X)0.35 0.00 0.17 0.04 0.00 0.00 0.15 0.36 0.36 0.04 0.31 0.06 Avail Cap(c_a), veh/h 447 0 427 501 0 0 503 2761 1515 305 3700 1146 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.33 1.33 1.33 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 0.93 0.93 0.93 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.1 0.0 45.5 44.9 0.0 0.0 2.6 0.0 0.0 0.6 0.6 0.6 Incr Delay (d2), s/veh 1.0 0.0 0.5 0.1 0.0 0.0 0.1 0.3 0.6 0.2 0.2 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 0.0 0.7 0.2 0.0 0.0 0.2 0.1 0.3 0.0 0.3 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 48.1 0.0 46.0 45.0 0.0 0.0 2.8 0.3 0.6 0.8 0.8 0.6 LnGrp LOS D D D A A A A A A Approach Vol, veh/h 98 9 1625 1238 Approach Delay, s/veh 47.5 45.0 0.5 0.8 Approach LOS D D A A Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 9.5 84.7 15.8 94.2 15.8 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 6.0 57.0 29.0 69.0 29.0 Max Q Clear Time (g_c+I1), s 2.9 3.3 7.3 2.0 2.5 Green Ext Time (p_c), s 0.0 6.1 0.3 7.4 0.0 Intersection Summary HCM 7th Control Delay, s/veh 2.3 HCM 7th LOS A Timings 03_2027 Total -PM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)176 10 7 9 90 1533 31 1974 135 Future Volume (vph)176 10 7 9 90 1533 31 1974 135 Turn Type Perm NA Perm NA pm+pt NA Perm NA Perm Protected Phases 4 8 1 6 2 Permitted Phases 4 8 6 2 2 Detector Phase 4 4 8 8 1 6 2 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 4.0 10.0 10.0 10.0 10.0 Minimum Split (s)35.0 35.0 31.0 31.0 11.0 28.0 23.0 23.0 23.0 Total Split (s)35.0 35.0 35.0 35.0 12.0 85.0 73.0 73.0 73.0 Total Split (%)29.2% 29.2% 29.2% 29.2% 10.0% 70.8% 60.8% 60.8% 60.8% Yellow Time (s)3.0 3.0 3.0 3.0 3.5 4.5 4.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 2.5 1.5 1.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lag Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 90 Control Type: Actuated-Coordinated Splits and Phases: 1: College (US 287) & Rutgers HCM 7th Signalized Intersection Summary 03_2027 Total -PM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)176 10 133 7 9 11 90 1533 6 31 1974 135 Future Volume (veh/h)176 10 133 7 9 11 90 1533 6 31 1974 135 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 0.96 0.96 1.04 0.96 1.00 1.00 0.96 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1796 1796 1945 1796 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 181 10 137 7 9 11 93 1580 6 32 2035 139 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 288 21 291 85 111 109 225 3785 14 266 3260 1010 Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.20 0.08 1.00 1.00 0.85 0.85 0.85 Sat Flow, veh/h 1386 108 1484 243 565 555 1781 5251 20 322 5106 1581 Grp Volume(v), veh/h 181 0 147 27 0 0 93 1024 562 32 2035 139 Grp Sat Flow(s),veh/h/ln 1386 0 1592 1363 0 0 1781 1702 1867 322 1702 1581 Q Serve(g_s), s 8.9 0.0 9.8 0.1 0.0 0.0 2.0 0.0 0.0 2.1 15.4 1.8 Cycle Q Clear(g_c), s 18.8 0.0 9.8 9.9 0.0 0.0 2.0 0.0 0.0 2.1 15.4 1.8 Prop In Lane 1.00 0.93 0.26 0.41 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 288 0 312 305 0 0 225 2454 1346 266 3260 1010 V/C Ratio(X)0.63 0.00 0.47 0.09 0.00 0.00 0.41 0.42 0.42 0.12 0.62 0.14 Avail Cap(c_a), veh/h 363 0 398 392 0 0 257 2454 1346 266 3260 1010 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.33 1.33 1.33 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 0.88 0.88 0.88 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.4 0.0 42.7 39.5 0.0 0.0 8.0 0.0 0.0 3.4 4.4 3.4 Incr Delay (d2), s/veh 2.3 0.0 1.1 0.1 0.0 0.0 1.1 0.5 0.8 0.9 0.9 0.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.4 0.0 4.0 0.7 0.0 0.0 0.7 0.2 0.3 0.2 3.2 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 49.7 0.0 43.9 39.6 0.0 0.0 9.0 0.5 0.8 4.4 5.3 3.7 LnGrp LOS D D D A A A A A A Approach Vol, veh/h 328 27 1679 2206 Approach Delay, s/veh 47.1 39.6 1.1 5.2 Approach LOS D D A A Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 9.9 81.6 28.5 91.5 28.5 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 6.0 67.0 29.0 79.0 29.0 Max Q Clear Time (g_c+I1), s 4.0 17.4 20.8 2.0 11.9 Green Ext Time (p_c), s 0.0 16.3 0.7 7.6 0.0 Intersection Summary HCM 7th Control Delay, s/veh 7.0 HCM 7th LOS A Timings 04_2047 Background -AM 1: College (US 287) & Rutgers 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)72 0 4 4 68 1518 11 1151 65 Future Volume (vph)72 0 4 4 68 1518 11 1151 65 Turn Type Perm NA Perm NA pm+pt NA Perm NA Perm Protected Phases 4 8 1 6 2 Permitted Phases 4 8 6 2 2 Detector Phase 4 4 8 8 1 6 2 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 4.0 10.0 10.0 10.0 10.0 Minimum Split (s)35.0 35.0 31.0 31.0 11.0 28.0 23.0 23.0 23.0 Total Split (s)35.0 35.0 35.0 35.0 12.0 75.0 63.0 63.0 63.0 Total Split (%)31.8% 31.8% 31.8% 31.8% 10.9% 68.2% 57.3% 57.3% 57.3% Yellow Time (s)3.0 3.0 3.0 3.0 3.5 4.5 4.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 2.5 1.5 1.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lag Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 56 (51%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 70 Control Type: Actuated-Coordinated Splits and Phases: 1: College (US 287) & Rutgers HCM 7th Signalized Intersection Summary 04_2047 Background -AM 1: College (US 287) & Rutgers 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)72 0 26 4 4 1 68 1518 4 11 1151 65 Future Volume (veh/h)72 0 26 4 4 1 68 1518 4 11 1151 65 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 0.96 0.96 1.04 0.96 1.00 1.00 0.96 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1796 1796 1945 1796 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 76 0 27 4 4 1 72 1598 4 12 1212 68 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 208 0 158 105 95 19 413 4250 11 294 3683 1141 Arrive On Green 0.10 0.00 0.10 0.10 0.10 0.10 0.08 1.00 1.00 0.72 0.72 0.72 Sat Flow, veh/h 1395 0 1566 572 938 189 1781 5259 13 317 5106 1582 Grp Volume(v), veh/h 76 0 27 9 0 0 72 1034 568 12 1212 68 Grp Sat Flow(s),veh/h/ln 1395 0 1566 1699 0 0 1781 1702 1868 317 1702 1582 Q Serve(g_s), s 5.1 0.0 1.7 0.0 0.0 0.0 1.0 0.0 0.0 1.2 9.5 1.4 Cycle Q Clear(g_c), s 5.6 0.0 1.7 0.5 0.0 0.0 1.0 0.0 0.0 1.2 9.5 1.4 Prop In Lane 1.00 1.00 0.44 0.11 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 208 0 158 219 0 0 413 2751 1510 294 3683 1141 V/C Ratio(X)0.37 0.00 0.17 0.04 0.00 0.00 0.17 0.38 0.38 0.04 0.33 0.06 Avail Cap(c_a), veh/h 447 0 427 501 0 0 453 2751 1510 294 3683 1141 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 0.92 0.92 0.92 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.9 0.0 45.2 44.7 0.0 0.0 3.3 0.0 0.0 4.4 5.6 4.5 Incr Delay (d2), s/veh 1.1 0.0 0.5 0.1 0.0 0.0 0.2 0.4 0.7 0.3 0.2 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.1 0.0 0.7 0.2 0.0 0.0 0.3 0.1 0.3 0.1 2.8 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 48.0 0.0 45.7 44.8 0.0 0.0 3.5 0.4 0.7 4.7 5.8 4.6 LnGrp LOS D D D A A A A A A Approach Vol, veh/h 103 9 1674 1292 Approach Delay, s/veh 47.4 44.8 0.6 5.8 Approach LOS D D A A Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 9.6 84.3 16.1 93.9 16.1 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 6.0 57.0 29.0 69.0 29.0 Max Q Clear Time (g_c+I1), s 3.0 11.5 7.6 2.0 2.5 Green Ext Time (p_c), s 0.0 6.5 0.3 7.7 0.0 Intersection Summary HCM 7th Control Delay, s/veh 4.5 HCM 7th LOS A Timings 04_2047 Background -PM 1: College (US 287) & Rutgers 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)208 12 8 11 107 1787 36 2298 160 Future Volume (vph)208 12 8 11 107 1787 36 2298 160 Turn Type Perm NA Perm NA pm+pt NA Perm NA Perm Protected Phases 4 8 1 6 2 Permitted Phases 4 8 6 2 2 Detector Phase 4 4 8 8 1 6 2 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 4.0 10.0 10.0 10.0 10.0 Minimum Split (s)35.0 35.0 31.0 31.0 11.0 28.0 23.0 23.0 23.0 Total Split (s)35.0 35.0 35.0 35.0 12.0 85.0 73.0 73.0 73.0 Total Split (%)29.2% 29.2% 29.2% 29.2% 10.0% 70.8% 60.8% 60.8% 60.8% Yellow Time (s)3.0 3.0 3.0 3.0 3.5 4.5 4.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 2.5 1.5 1.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lag Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 90 Control Type: Actuated-Coordinated Splits and Phases: 1: College (US 287) & Rutgers HCM 7th Signalized Intersection Summary 04_2047 Background -PM 1: College (US 287) & Rutgers 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)208 12 157 8 11 13 107 1787 7 36 2298 160 Future Volume (veh/h)208 12 157 8 11 13 107 1787 7 36 2298 160 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 0.96 0.96 1.04 0.96 1.00 1.00 0.96 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1796 1796 1945 1796 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 219 13 165 8 12 14 113 1881 7 38 2419 168 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 316 27 340 88 132 128 185 3606 13 203 3050 944 Arrive On Green 0.23 0.23 0.23 0.23 0.23 0.23 0.10 1.00 1.00 0.79 0.79 0.79 Sat Flow, veh/h 1380 116 1479 220 574 555 1781 5251 20 240 5106 1581 Grp Volume(v), veh/h 219 0 178 34 0 0 113 1219 669 38 2419 168 Grp Sat Flow(s),veh/h/ln 1380 0 1595 1349 0 0 1781 1702 1867 240 1702 1581 Q Serve(g_s), s 12.0 0.0 11.6 0.1 0.0 0.0 2.8 0.0 0.0 4.9 31.6 3.1 Cycle Q Clear(g_c), s 23.8 0.0 11.6 11.7 0.0 0.0 2.8 0.0 0.0 4.9 31.6 3.1 Prop In Lane 1.00 0.93 0.24 0.41 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 316 0 367 347 0 0 185 2338 1282 203 3050 944 V/C Ratio(X)0.69 0.00 0.49 0.10 0.00 0.00 0.61 0.52 0.52 0.19 0.79 0.18 Avail Cap(c_a), veh/h 344 0 399 379 0 0 204 2338 1282 203 3050 944 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.33 1.33 1.33 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 0.82 0.82 0.82 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.4 0.0 40.0 36.4 0.0 0.0 21.3 0.0 0.0 5.5 8.2 5.3 Incr Delay (d2), s/veh 5.3 0.0 1.0 0.1 0.0 0.0 3.7 0.7 1.2 2.0 2.2 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.8 0.0 4.7 0.8 0.0 0.0 2.0 0.2 0.4 0.3 6.1 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 51.7 0.0 41.0 36.5 0.0 0.0 25.0 0.7 1.2 7.5 10.4 5.7 LnGrp LOS D D D C A A A B A Approach Vol, veh/h 397 34 2001 2625 Approach Delay, s/veh 46.9 36.5 2.2 10.1 Approach LOS D D A B Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 10.7 76.7 32.6 87.4 32.6 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 6.0 67.0 29.0 79.0 29.0 Max Q Clear Time (g_c+I1), s 4.8 33.6 25.8 2.0 13.7 Green Ext Time (p_c), s 0.0 19.4 0.5 10.4 0.0 Intersection Summary HCM 7th Control Delay, s/veh 10.0 HCM 7th LOS B Timings 06_2047 Total -AM 1: College (US 287) & Rutgers 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)72 0 4 4 68 1545 11 1159 65 Future Volume (vph)72 0 4 4 68 1545 11 1159 65 Turn Type Perm NA Perm NA pm+pt NA Perm NA Perm Protected Phases 4 8 1 6 2 Permitted Phases 4 8 6 2 2 Detector Phase 4 4 8 8 1 6 2 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 4.0 10.0 10.0 10.0 10.0 Minimum Split (s)35.0 35.0 31.0 31.0 11.0 28.0 23.0 23.0 23.0 Total Split (s)35.0 35.0 35.0 35.0 12.0 75.0 63.0 63.0 63.0 Total Split (%)31.8% 31.8% 31.8% 31.8% 10.9% 68.2% 57.3% 57.3% 57.3% Yellow Time (s)3.0 3.0 3.0 3.0 3.5 4.5 4.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 2.5 1.5 1.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lag Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 56 (51%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 70 Control Type: Actuated-Coordinated Splits and Phases: 1: College (US 287) & Rutgers HCM 7th Signalized Intersection Summary 06_2047 Total -AM 1: College (US 287) & Rutgers 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)72 0 26 4 4 1 68 1545 4 11 1159 65 Future Volume (veh/h)72 0 26 4 4 1 68 1545 4 11 1159 65 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 0.96 0.96 1.04 0.96 1.00 1.00 0.96 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1796 1796 1945 1796 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 76 0 27 4 4 1 72 1626 4 12 1220 68 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 208 0 158 105 95 19 411 4250 10 288 3683 1141 Arrive On Green 0.10 0.00 0.10 0.10 0.10 0.10 0.08 1.00 1.00 0.72 0.72 0.72 Sat Flow, veh/h 1395 0 1566 572 938 189 1781 5259 13 309 5106 1582 Grp Volume(v), veh/h 76 0 27 9 0 0 72 1052 578 12 1220 68 Grp Sat Flow(s),veh/h/ln 1395 0 1566 1699 0 0 1781 1702 1868 309 1702 1582 Q Serve(g_s), s 5.1 0.0 1.7 0.0 0.0 0.0 1.0 0.0 0.0 1.2 9.6 1.4 Cycle Q Clear(g_c), s 5.6 0.0 1.7 0.5 0.0 0.0 1.0 0.0 0.0 1.2 9.6 1.4 Prop In Lane 1.00 1.00 0.44 0.11 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 208 0 158 219 0 0 411 2751 1510 288 3683 1141 V/C Ratio(X)0.37 0.00 0.17 0.04 0.00 0.00 0.18 0.38 0.38 0.04 0.33 0.06 Avail Cap(c_a), veh/h 447 0 427 501 0 0 451 2751 1510 288 3683 1141 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 0.92 0.92 0.92 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.9 0.0 45.2 44.7 0.0 0.0 3.3 0.0 0.0 4.4 5.6 4.5 Incr Delay (d2), s/veh 1.1 0.0 0.5 0.1 0.0 0.0 0.2 0.4 0.7 0.3 0.2 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.1 0.0 0.7 0.2 0.0 0.0 0.3 0.1 0.3 0.1 2.8 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 48.0 0.0 45.7 44.8 0.0 0.0 3.5 0.4 0.7 4.7 5.9 4.6 LnGrp LOS D D D A A A A A A Approach Vol, veh/h 103 9 1702 1300 Approach Delay, s/veh 47.4 44.8 0.6 5.8 Approach LOS D D A A Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 9.6 84.3 16.1 93.9 16.1 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 6.0 57.0 29.0 69.0 29.0 Max Q Clear Time (g_c+I1), s 3.0 11.6 7.6 2.0 2.5 Green Ext Time (p_c), s 0.0 6.6 0.3 8.0 0.0 Intersection Summary HCM 7th Control Delay, s/veh 4.4 HCM 7th LOS A Timings 06_2047 Total -PM 1: College (US 287) & Rutgers 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)208 12 8 11 107 1801 36 2319 160 Future Volume (vph)208 12 8 11 107 1801 36 2319 160 Turn Type Perm NA Perm NA pm+pt NA Perm NA Perm Protected Phases 4 8 1 6 2 Permitted Phases 4 8 6 2 2 Detector Phase 4 4 8 8 1 6 2 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 4.0 10.0 10.0 10.0 10.0 Minimum Split (s)35.0 35.0 31.0 31.0 11.0 28.0 23.0 23.0 23.0 Total Split (s)35.0 35.0 35.0 35.0 12.0 85.0 73.0 73.0 73.0 Total Split (%)29.2% 29.2% 29.2% 29.2% 10.0% 70.8% 60.8% 60.8% 60.8% Yellow Time (s)3.0 3.0 3.0 3.0 3.5 4.5 4.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 2.5 1.5 1.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lag Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 90 Control Type: Actuated-Coordinated Splits and Phases: 1: College (US 287) & Rutgers HCM 7th Signalized Intersection Summary 06_2047 Total -PM 1: College (US 287) & Rutgers 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)208 12 157 8 11 13 107 1801 7 36 2319 160 Future Volume (veh/h)208 12 157 8 11 13 107 1801 7 36 2319 160 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 0.96 0.96 1.04 0.96 1.00 1.00 0.96 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1796 1796 1945 1796 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 219 13 165 8 12 14 113 1896 7 38 2441 168 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 316 27 340 88 132 128 183 3606 13 201 3050 944 Arrive On Green 0.23 0.23 0.23 0.23 0.23 0.23 0.10 1.00 1.00 0.79 0.79 0.79 Sat Flow, veh/h 1380 116 1479 220 574 555 1781 5251 19 237 5106 1581 Grp Volume(v), veh/h 219 0 178 34 0 0 113 1229 674 38 2441 168 Grp Sat Flow(s),veh/h/ln 1380 0 1595 1349 0 0 1781 1702 1867 237 1702 1581 Q Serve(g_s), s 12.0 0.0 11.6 0.1 0.0 0.0 2.8 0.0 0.0 5.0 32.4 3.1 Cycle Q Clear(g_c), s 23.8 0.0 11.6 11.7 0.0 0.0 2.8 0.0 0.0 5.0 32.4 3.1 Prop In Lane 1.00 0.93 0.24 0.41 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 316 0 367 347 0 0 183 2338 1282 201 3050 944 V/C Ratio(X)0.69 0.00 0.49 0.10 0.00 0.00 0.62 0.53 0.53 0.19 0.80 0.18 Avail Cap(c_a), veh/h 344 0 399 379 0 0 202 2338 1282 201 3050 944 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.33 1.33 1.33 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 0.81 0.81 0.81 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.4 0.0 40.0 36.4 0.0 0.0 21.8 0.0 0.0 5.5 8.3 5.3 Incr Delay (d2), s/veh 5.3 0.0 1.0 0.1 0.0 0.0 3.8 0.7 1.3 2.1 2.3 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.8 0.0 4.7 0.8 0.0 0.0 2.0 0.2 0.4 0.3 6.2 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 51.7 0.0 41.0 36.5 0.0 0.0 25.6 0.7 1.3 7.5 10.6 5.7 LnGrp LOS D D D C A A A B A Approach Vol, veh/h 397 34 2016 2647 Approach Delay, s/veh 46.9 36.5 2.3 10.2 Approach LOS D D A B Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 10.7 76.7 32.6 87.4 32.6 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 6.0 67.0 29.0 79.0 29.0 Max Q Clear Time (g_c+I1), s 4.8 34.4 25.8 2.0 13.7 Green Ext Time (p_c), s 0.0 19.4 0.5 10.6 0.0 Intersection Summary HCM 7th Control Delay, s/veh 10.1 HCM 7th LOS B Timings 01_2025 Existing -AM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)28 7 27 35 11 42 40 1222 14 917 30 Future Volume (vph)28 7 27 35 11 42 40 1222 14 917 30 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Detector Phase 4 4 4 4 4 4 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)37.0 37.0 37.0 37.0 37.0 37.0 11.0 32.5 11.0 28.0 28.0 Total Split (s)37.0 37.0 37.0 37.0 37.0 37.0 12.0 61.0 12.0 61.0 61.0 Total Split (%)33.6% 33.6% 33.6% 33.6% 33.6% 33.6% 10.9% 55.5% 10.9% 55.5% 55.5% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 3.5 4.5 3.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 3.0 3.0 2.5 2.0 2.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 52 (47%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 85 Control Type: Actuated-Coordinated Splits and Phases: 2: College (US 287) & Columbia HCM Signalized Intersection Capacity Analysis 01_2025 Existing -AM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)28 7 27 35 11 42 40 1222 11 14 917 30 Future Volume (vph)28 7 27 35 11 42 40 1222 11 14 917 30 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 10 8 12 16 10 12 8 10 11 10 Total Lost time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)1706 1801 1450 1790 1767 1651 5077 1651 4916 1426 Flt Permitted 0.72 1.00 1.00 0.77 1.00 0.23 1.00 0.16 1.00 1.00 Satd. Flow (perm)1296 1801 1450 1436 1767 401 5077 276 4916 1426 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph)33 8 32 41 13 49 47 1438 13 16 1079 35 RTOR Reduction (vph)0 0 28 0 0 43 0 1 0 0 0 11 Lane Group Flow (vph)33 8 4 0 54 6 47 1450 0 16 1079 24 Confl. Peds. (#/hr)3 3 3 3 6 3 3 6 Confl. Bikes (#/hr)2 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Actuated Green, G (s)11.8 11.8 11.8 11.8 11.8 82.1 77.3 77.8 75.4 75.4 Effective Green, g (s)12.8 12.8 12.8 12.8 12.8 84.1 78.3 79.8 76.4 76.4 Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.12 0.76 0.71 0.73 0.69 0.69 Clearance Time (s)6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.0 6.0 6.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)150 209 168 167 205 372 3613 242 3414 990 v/s Ratio Prot 0.00 c0.01 c0.29 0.00 0.22 v/s Ratio Perm 0.03 0.00 c0.04 0.00 0.09 0.05 0.02 v/c Ratio 0.22 0.04 0.02 0.32 0.03 0.13 0.40 0.07 0.32 0.02 Uniform Delay, d1 44.1 43.1 43.1 44.6 43.1 3.4 6.4 4.3 6.6 5.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.26 0.22 0.65 0.47 1.00 Incremental Delay, d2 0.7 0.1 0.1 1.1 0.1 0.1 0.3 0.1 0.2 0.0 Delay (s)44.8 43.2 43.1 45.8 43.1 1.0 1.7 2.9 3.3 5.3 Level of Service D D D D D A A A A A Approach Delay (s/veh)43.9 44.5 1.7 3.4 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay (s/veh)5.0 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.38 Actuated Cycle Length (s)110.0 Sum of lost time (s)15.5 Intersection Capacity Utilization 52.2%ICU Level of Service A Analysis Period (min)15 c Critical Lane Group Timings 01_2025 Existing -PM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)76 25 63 39 27 34 82 1460 57 1911 69 Future Volume (vph)76 25 63 39 27 34 82 1460 57 1911 69 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Detector Phase 4 4 4 4 4 4 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)37.0 37.0 37.0 37.0 37.0 37.0 11.0 32.5 11.0 28.0 28.0 Total Split (s)37.0 37.0 37.0 37.0 37.0 37.0 12.0 71.0 12.0 71.0 71.0 Total Split (%)30.8% 30.8% 30.8% 30.8% 30.8% 30.8% 10.0% 59.2% 10.0% 59.2% 59.2% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 3.5 4.5 3.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 3.0 3.0 2.5 2.0 2.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 77 (64%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 85 Control Type: Actuated-Coordinated Splits and Phases: 2: College (US 287) & Columbia HCM Signalized Intersection Capacity Analysis 01_2025 Existing -PM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)76 25 63 39 27 34 82 1460 42 57 1911 69 Future Volume (vph)76 25 63 39 27 34 82 1460 42 57 1911 69 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 10 8 12 16 10 12 8 10 11 10 Total Lost time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 0.96 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.97 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)1705 1801 1450 1805 1767 1652 5060 1652 4916 1425 Flt Permitted 0.71 1.00 1.00 0.81 1.00 0.07 1.00 0.13 1.00 1.00 Satd. Flow (perm)1278 1801 1450 1500 1767 123 5060 226 4916 1425 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph)79 26 66 41 28 35 85 1521 44 59 1991 72 RTOR Reduction (vph)0 0 57 0 0 30 0 2 0 0 0 23 Lane Group Flow (vph)79 26 9 0 69 5 85 1563 0 59 1991 49 Confl. Peds. (#/hr)3 3 3 3 6 3 3 6 Confl. Bikes (#/hr)2 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Actuated Green, G (s)15.3 15.3 15.3 15.3 15.3 86.9 81.2 86.0 81.0 81.0 Effective Green, g (s)16.3 16.3 16.3 16.3 16.3 88.9 82.2 88.0 82.0 82.0 Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.14 0.74 0.69 0.73 0.68 0.68 Clearance Time (s)6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.0 6.0 6.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)173 244 196 203 240 176 3466 237 3359 973 v/s Ratio Prot 0.01 c0.03 0.31 0.01 c0.41 v/s Ratio Perm c0.06 0.01 0.05 0.00 0.33 0.17 0.03 v/c Ratio 0.46 0.11 0.05 0.34 0.02 0.48 0.45 0.25 0.59 0.05 Uniform Delay, d1 47.8 45.5 45.1 47.0 44.9 8.2 8.6 5.1 10.1 6.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 3.24 0.24 0.63 0.35 0.07 Incremental Delay, d2 1.9 0.2 0.1 1.0 0.0 1.4 0.3 0.4 0.6 0.1 Delay (s)49.7 45.7 45.2 48.0 45.0 28.1 2.4 3.6 4.2 0.5 Level of Service D D D D D C A A A A Approach Delay (s/veh)47.3 47.0 3.7 4.1 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay (s/veh)6.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length (s)120.0 Sum of lost time (s)15.5 Intersection Capacity Utilization 66.3%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group Timings 02_2027 Background -AM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)28 7 27 36 11 43 41 1279 14 959 31 Future Volume (vph)28 7 27 36 11 43 41 1279 14 959 31 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Detector Phase 4 4 4 4 4 4 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)37.0 37.0 37.0 37.0 37.0 37.0 11.0 32.5 11.0 28.0 28.0 Total Split (s)37.0 37.0 37.0 37.0 37.0 37.0 12.0 61.0 12.0 61.0 61.0 Total Split (%)33.6% 33.6% 33.6% 33.6% 33.6% 33.6% 10.9% 55.5% 10.9% 55.5% 55.5% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 3.5 4.5 3.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 3.0 3.0 2.5 2.0 2.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 52 (47%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 85 Control Type: Actuated-Coordinated Splits and Phases: 2: College (US 287) & Columbia HCM Signalized Intersection Capacity Analysis 02_2027 Background -AM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)28 7 27 36 11 43 41 1279 11 14 959 31 Future Volume (vph)28 7 27 36 11 43 41 1279 11 14 959 31 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 10 8 12 16 10 12 8 10 11 10 Total Lost time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)1706 1801 1450 1790 1767 1651 5078 1652 4916 1426 Flt Permitted 0.72 1.00 1.00 0.77 1.00 0.22 1.00 0.15 1.00 1.00 Satd. Flow (perm)1295 1801 1450 1434 1767 377 5078 254 4916 1426 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph)33 8 32 42 13 51 48 1505 13 16 1128 36 RTOR Reduction (vph)0 0 28 0 0 45 0 1 0 0 0 11 Lane Group Flow (vph)33 8 4 0 55 6 48 1517 0 16 1128 25 Confl. Peds. (#/hr)3 3 3 3 6 3 3 6 Confl. Bikes (#/hr)2 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Actuated Green, G (s)11.8 11.8 11.8 11.8 11.8 82.2 77.3 77.7 75.3 75.3 Effective Green, g (s)12.8 12.8 12.8 12.8 12.8 84.2 78.3 79.7 76.3 76.3 Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.12 0.77 0.71 0.72 0.69 0.69 Clearance Time (s)6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.0 6.0 6.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)150 209 168 166 205 356 3614 227 3409 989 v/s Ratio Prot 0.00 c0.01 c0.30 0.00 0.23 v/s Ratio Perm 0.03 0.00 c0.04 0.00 0.10 0.05 0.02 v/c Ratio 0.22 0.04 0.02 0.33 0.03 0.13 0.42 0.07 0.33 0.03 Uniform Delay, d1 44.1 43.1 43.1 44.7 43.1 3.4 6.5 4.4 6.7 5.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.30 0.27 0.65 0.46 1.00 Incremental Delay, d2 0.7 0.1 0.1 1.2 0.1 0.1 0.3 0.1 0.3 0.0 Delay (s)44.8 43.2 43.1 45.8 43.1 1.1 2.0 3.0 3.3 5.3 Level of Service D D D D D A A A A A Approach Delay (s/veh)43.9 44.5 2.0 3.4 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay (s/veh)5.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.40 Actuated Cycle Length (s)110.0 Sum of lost time (s)15.5 Intersection Capacity Utilization 53.3%ICU Level of Service A Analysis Period (min)15 c Critical Lane Group Timings 02_2027 Background -PM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)77 25 64 40 27 35 83 1513 58 1973 70 Future Volume (vph)77 25 64 40 27 35 83 1513 58 1973 70 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Detector Phase 4 4 4 4 4 4 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)37.0 37.0 37.0 37.0 37.0 37.0 11.0 32.5 11.0 28.0 28.0 Total Split (s)37.0 37.0 37.0 37.0 37.0 37.0 12.0 71.0 12.0 71.0 71.0 Total Split (%)30.8% 30.8% 30.8% 30.8% 30.8% 30.8% 10.0% 59.2% 10.0% 59.2% 59.2% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 3.5 4.5 3.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 3.0 3.0 2.5 2.0 2.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 77 (64%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 85 Control Type: Actuated-Coordinated Splits and Phases: 2: College (US 287) & Columbia HCM Signalized Intersection Capacity Analysis 02_2027 Background -PM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)77 25 64 40 27 35 83 1513 43 58 1973 70 Future Volume (vph)77 25 64 40 27 35 83 1513 43 58 1973 70 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 10 8 12 16 10 12 8 10 11 10 Total Lost time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 0.96 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.97 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)1705 1801 1450 1805 1767 1652 5060 1652 4916 1425 Flt Permitted 0.71 1.00 1.00 0.80 1.00 0.06 1.00 0.12 1.00 1.00 Satd. Flow (perm)1277 1801 1450 1496 1767 112 5060 210 4916 1425 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph)80 26 67 42 28 36 86 1576 45 60 2055 73 RTOR Reduction (vph)0 0 58 0 0 31 0 2 0 0 0 23 Lane Group Flow (vph)80 26 9 0 70 5 86 1619 0 60 2055 50 Confl. Peds. (#/hr)3 3 3 3 6 3 3 6 Confl. Bikes (#/hr)2 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Actuated Green, G (s)15.3 15.3 15.3 15.3 15.3 86.9 81.2 86.0 81.0 81.0 Effective Green, g (s)16.3 16.3 16.3 16.3 16.3 88.9 82.2 88.0 82.0 82.0 Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.14 0.74 0.69 0.73 0.68 0.68 Clearance Time (s)6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.0 6.0 6.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)173 244 196 203 240 168 3466 226 3359 973 v/s Ratio Prot 0.01 c0.03 0.32 0.01 c0.42 v/s Ratio Perm c0.06 0.01 0.05 0.00 0.35 0.18 0.04 v/c Ratio 0.46 0.11 0.05 0.34 0.02 0.51 0.47 0.27 0.61 0.05 Uniform Delay, d1 47.8 45.5 45.1 47.0 44.9 9.2 8.8 5.3 10.3 6.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 2.89 0.26 0.72 0.35 0.07 Incremental Delay, d2 2.0 0.2 0.1 1.0 0.0 1.7 0.3 0.5 0.7 0.1 Delay (s)49.8 45.7 45.2 48.0 45.0 28.3 2.5 4.3 4.2 0.5 Level of Service D D D D D C A A A A Approach Delay (s/veh)47.4 47.0 3.8 4.1 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay (s/veh)6.9 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s)120.0 Sum of lost time (s)15.5 Intersection Capacity Utilization 67.6%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group Timings 03_2027 Total -AM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)55 7 50 36 11 43 48 1279 14 959 39 Future Volume (vph)55 7 50 36 11 43 48 1279 14 959 39 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Detector Phase 4 4 4 4 4 4 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)37.0 37.0 37.0 37.0 37.0 37.0 11.0 32.5 11.0 28.0 28.0 Total Split (s)37.0 37.0 37.0 37.0 37.0 37.0 12.0 61.0 12.0 61.0 61.0 Total Split (%)33.6% 33.6% 33.6% 33.6% 33.6% 33.6% 10.9% 55.5% 10.9% 55.5% 55.5% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 3.5 4.5 3.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 3.0 3.0 2.5 2.0 2.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 52 (47%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 85 Control Type: Actuated-Coordinated Splits and Phases: 2: College (US 287) & Columbia HCM Signalized Intersection Capacity Analysis 03_2027 Total -AM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)55 7 50 36 11 43 48 1279 11 14 959 39 Future Volume (vph)55 7 50 36 11 43 48 1279 11 14 959 39 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 10 8 12 16 10 12 8 10 11 10 Total Lost time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)1706 1801 1450 1790 1767 1651 5078 1652 4916 1426 Flt Permitted 0.72 1.00 1.00 0.77 1.00 0.22 1.00 0.15 1.00 1.00 Satd. Flow (perm)1295 1801 1450 1434 1767 375 5078 252 4916 1426 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph)65 8 59 42 13 51 56 1505 13 16 1128 46 RTOR Reduction (vph)0 0 52 0 0 45 0 1 0 0 0 14 Lane Group Flow (vph)65 8 7 0 55 6 56 1517 0 16 1128 32 Confl. Peds. (#/hr)3 3 3 3 6 3 3 6 Confl. Bikes (#/hr)2 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Actuated Green, G (s)12.7 12.7 12.7 12.7 12.7 81.3 76.4 76.8 74.4 74.4 Effective Green, g (s)13.7 13.7 13.7 13.7 13.7 83.3 77.4 78.8 75.4 75.4 Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.12 0.76 0.70 0.72 0.69 0.69 Clearance Time (s)6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.0 6.0 6.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)161 224 180 178 220 352 3573 223 3369 977 v/s Ratio Prot 0.00 c0.01 c0.30 0.00 0.23 v/s Ratio Perm c0.05 0.01 0.04 0.00 0.11 0.05 0.02 v/c Ratio 0.40 0.04 0.04 0.31 0.03 0.16 0.42 0.07 0.33 0.03 Uniform Delay, d1 44.4 42.3 42.4 43.8 42.3 3.7 6.9 4.7 7.1 5.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.29 0.27 0.65 0.46 0.08 Incremental Delay, d2 1.7 0.1 0.1 1.0 0.1 0.2 0.3 0.1 0.3 0.1 Delay (s)46.0 42.4 42.5 44.8 42.4 1.2 2.2 3.2 3.5 0.5 Level of Service D D D D D A A A A A Approach Delay (s/veh)44.2 43.6 2.1 3.4 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay (s/veh)5.9 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.42 Actuated Cycle Length (s)110.0 Sum of lost time (s)15.5 Intersection Capacity Utilization 53.3%ICU Level of Service A Analysis Period (min)15 c Critical Lane Group Timings 03_2027 Total -PM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)91 25 75 40 27 35 101 1513 58 1973 91 Future Volume (vph)91 25 75 40 27 35 101 1513 58 1973 91 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Detector Phase 4 4 4 4 4 4 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)37.0 37.0 37.0 37.0 37.0 37.0 11.0 32.5 11.0 28.0 28.0 Total Split (s)37.0 37.0 37.0 37.0 37.0 37.0 12.0 71.0 12.0 71.0 71.0 Total Split (%)30.8% 30.8% 30.8% 30.8% 30.8% 30.8% 10.0% 59.2% 10.0% 59.2% 59.2% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 3.5 4.5 3.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 3.0 3.0 2.5 2.0 2.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 77 (64%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 85 Control Type: Actuated-Coordinated Splits and Phases: 2: College (US 287) & Columbia HCM Signalized Intersection Capacity Analysis 03_2027 Total -PM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)91 25 75 40 27 35 101 1513 43 58 1973 91 Future Volume (vph)91 25 75 40 27 35 101 1513 43 58 1973 91 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 10 8 12 16 10 12 8 10 11 10 Total Lost time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 0.96 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.97 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)1705 1801 1450 1805 1767 1652 5060 1652 4916 1425 Flt Permitted 0.71 1.00 1.00 0.81 1.00 0.06 1.00 0.12 1.00 1.00 Satd. Flow (perm)1277 1801 1450 1503 1767 103 5060 213 4916 1425 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph)95 26 78 42 28 36 105 1576 45 60 2055 95 RTOR Reduction (vph)0 0 67 0 0 31 0 2 0 0 0 33 Lane Group Flow (vph)95 26 11 0 70 5 105 1619 0 60 2055 62 Confl. Peds. (#/hr)3 3 3 3 6 3 3 6 Confl. Bikes (#/hr)2 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Actuated Green, G (s)16.4 16.4 16.4 16.4 16.4 87.9 80.0 82.8 77.7 77.7 Effective Green, g (s)17.4 17.4 17.4 17.4 17.4 89.9 81.0 84.8 78.7 78.7 Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.14 0.75 0.68 0.71 0.66 0.66 Clearance Time (s)6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.0 6.0 6.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)185 261 210 217 256 192 3415 223 3224 934 v/s Ratio Prot 0.01 c0.04 0.32 0.01 c0.42 v/s Ratio Perm c0.07 0.01 0.05 0.00 0.37 0.18 0.04 v/c Ratio 0.51 0.10 0.05 0.32 0.02 0.55 0.47 0.27 0.64 0.07 Uniform Delay, d1 47.4 44.5 44.2 46.0 44.0 14.3 9.3 6.0 12.2 7.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 2.64 0.26 0.65 0.34 0.08 Incremental Delay, d2 2.4 0.2 0.1 0.9 0.0 2.0 0.3 0.5 0.8 0.1 Delay (s)49.8 44.7 44.3 46.9 44.0 39.5 2.7 4.4 4.9 0.7 Level of Service D D D D D D A A A A Approach Delay (s/veh)47.0 45.9 5.0 4.7 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay (s/veh)7.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s)120.0 Sum of lost time (s)15.5 Intersection Capacity Utilization 69.3%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group Timings 04_2047 Background -AM 2: College (US 287) & Columbia 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)34 8 32 42 13 50 48 1503 17 1127 36 Future Volume (vph)34 8 32 42 13 50 48 1503 17 1127 36 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Detector Phase 4 4 4 4 4 4 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)37.0 37.0 37.0 37.0 37.0 37.0 11.0 32.5 11.0 28.0 28.0 Total Split (s)37.0 37.0 37.0 37.0 37.0 37.0 12.0 61.0 12.0 61.0 61.0 Total Split (%)33.6% 33.6% 33.6% 33.6% 33.6% 33.6% 10.9% 55.5% 10.9% 55.5% 55.5% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 3.5 4.5 3.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 3.0 3.0 2.5 2.0 2.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 52 (47%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 85 Control Type: Actuated-Coordinated Splits and Phases: 2: College (US 287) & Columbia HCM Signalized Intersection Capacity Analysis 04_2047 Background -AM 2: College (US 287) & Columbia 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)34 8 32 42 13 50 48 1503 13 17 1127 36 Future Volume (vph)34 8 32 42 13 50 48 1503 13 17 1127 36 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 10 8 12 16 10 12 8 10 11 10 Total Lost time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)1706 1801 1450 1790 1767 1651 5077 1652 4916 1426 Flt Permitted 0.72 1.00 1.00 0.77 1.00 0.20 1.00 0.13 1.00 1.00 Satd. Flow (perm)1291 1801 1450 1437 1767 351 5077 230 4916 1426 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)36 8 34 44 14 53 51 1582 14 18 1186 38 RTOR Reduction (vph)0 0 30 0 0 47 0 1 0 0 0 12 Lane Group Flow (vph)36 8 4 0 58 6 51 1595 0 18 1186 26 Confl. Peds. (#/hr)3 3 3 3 6 3 3 6 Confl. Bikes (#/hr)2 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Actuated Green, G (s)11.9 11.9 11.9 11.9 11.9 82.1 77.2 77.6 75.2 75.2 Effective Green, g (s)12.9 12.9 12.9 12.9 12.9 84.1 78.2 79.6 76.2 76.2 Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.12 0.76 0.71 0.72 0.69 0.69 Clearance Time (s)6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.0 6.0 6.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)151 211 170 168 207 338 3609 210 3405 987 v/s Ratio Prot 0.00 c0.01 c0.31 0.00 0.24 v/s Ratio Perm 0.03 0.00 c0.04 0.00 0.11 0.06 0.02 v/c Ratio 0.24 0.04 0.02 0.35 0.03 0.15 0.44 0.09 0.35 0.03 Uniform Delay, d1 44.1 43.0 43.0 44.7 43.0 3.5 6.7 4.5 6.8 5.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.28 0.26 0.64 0.45 1.00 Incremental Delay, d2 0.8 0.1 0.1 1.2 0.1 0.1 0.3 0.2 0.3 0.0 Delay (s)44.9 43.1 43.0 45.9 43.1 1.1 2.0 3.1 3.4 5.3 Level of Service D D D D D A A A A A Approach Delay (s/veh)43.9 44.5 2.0 3.4 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay (s/veh)5.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.42 Actuated Cycle Length (s)110.0 Sum of lost time (s)15.5 Intersection Capacity Utilization 57.7%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group Timings 04_2047 Background -PM 2: College (US 287) & Columbia 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)91 30 76 47 32 41 98 1780 68 2322 83 Future Volume (vph)91 30 76 47 32 41 98 1780 68 2322 83 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Detector Phase 4 4 4 4 4 4 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)37.0 37.0 37.0 37.0 37.0 37.0 11.0 32.5 11.0 28.0 28.0 Total Split (s)37.0 37.0 37.0 37.0 37.0 37.0 12.0 71.0 12.0 71.0 71.0 Total Split (%)30.8% 30.8% 30.8% 30.8% 30.8% 30.8% 10.0% 59.2% 10.0% 59.2% 59.2% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 3.5 4.5 3.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 3.0 3.0 2.5 2.0 2.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 77 (64%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 95 Control Type: Actuated-Coordinated Splits and Phases: 2: College (US 287) & Columbia HCM Signalized Intersection Capacity Analysis 04_2047 Background -PM 2: College (US 287) & Columbia 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)91 30 76 47 32 41 98 1780 50 68 2322 83 Future Volume (vph)91 30 76 47 32 41 98 1780 50 68 2322 83 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 10 8 12 16 10 12 8 10 11 10 Total Lost time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 0.96 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.97 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)1705 1801 1451 1806 1767 1652 5061 1652 4916 1425 Flt Permitted 0.70 1.00 1.00 0.80 1.00 0.05 1.00 0.08 1.00 1.00 Satd. Flow (perm)1262 1801 1451 1490 1767 86 5061 139 4916 1425 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)96 32 80 49 34 43 103 1874 53 72 2444 87 RTOR Reduction (vph)0 0 68 0 0 37 0 2 0 0 0 29 Lane Group Flow (vph)96 32 12 0 83 6 103 1925 0 72 2444 58 Confl. Peds. (#/hr)3 3 3 3 6 3 3 6 Confl. Bikes (#/hr)2 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Actuated Green, G (s)16.5 16.5 16.5 16.5 16.5 87.6 79.8 82.9 77.7 77.7 Effective Green, g (s)17.5 17.5 17.5 17.5 17.5 89.6 80.8 84.9 78.7 78.7 Actuated g/C Ratio 0.15 0.15 0.15 0.15 0.15 0.75 0.67 0.71 0.66 0.66 Clearance Time (s)6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.0 6.0 6.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)184 262 211 217 257 179 3407 176 3224 934 v/s Ratio Prot 0.02 c0.04 0.38 0.02 c0.50 v/s Ratio Perm c0.08 0.01 0.06 0.00 0.39 0.27 0.04 v/c Ratio 0.52 0.12 0.06 0.38 0.02 0.58 0.57 0.41 0.76 0.06 Uniform Delay, d1 47.4 44.6 44.1 46.4 43.9 23.0 10.3 7.4 14.1 7.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 2.29 0.25 2.41 0.38 0.34 Incremental Delay, d2 2.7 0.2 0.1 1.1 0.0 1.8 0.3 0.9 1.0 0.1 Delay (s)50.0 44.8 44.2 47.5 44.0 54.6 2.9 18.9 6.4 2.6 Level of Service D D D D D D A B A A Approach Delay (s/veh)47.0 46.3 5.5 6.6 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay (s/veh)8.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s)120.0 Sum of lost time (s)15.5 Intersection Capacity Utilization 75.8%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group Timings 06_2047 Total -AM 2: College (US 287) & Columbia 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)61 8 55 42 13 50 55 1503 17 1127 44 Future Volume (vph)61 8 55 42 13 50 55 1503 17 1127 44 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Detector Phase 4 4 4 4 4 4 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)37.0 37.0 37.0 37.0 37.0 37.0 11.0 32.5 11.0 28.0 28.0 Total Split (s)37.0 37.0 37.0 37.0 37.0 37.0 12.0 61.0 12.0 61.0 61.0 Total Split (%)33.6% 33.6% 33.6% 33.6% 33.6% 33.6% 10.9% 55.5% 10.9% 55.5% 55.5% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 3.5 4.5 3.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 3.0 3.0 2.5 2.0 2.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 52 (47%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 85 Control Type: Actuated-Coordinated Splits and Phases: 2: College (US 287) & Columbia HCM Signalized Intersection Capacity Analysis 06_2047 Total -AM 2: College (US 287) & Columbia 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)61 8 55 42 13 50 55 1503 13 17 1127 44 Future Volume (vph)61 8 55 42 13 50 55 1503 13 17 1127 44 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 10 8 12 16 10 12 8 10 11 10 Total Lost time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)1706 1801 1450 1790 1767 1651 5077 1652 4916 1426 Flt Permitted 0.72 1.00 1.00 0.77 1.00 0.20 1.00 0.13 1.00 1.00 Satd. Flow (perm)1291 1801 1450 1437 1767 349 5077 229 4916 1426 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)64 8 58 44 14 53 58 1582 14 18 1186 46 RTOR Reduction (vph)0 0 51 0 0 46 0 1 0 0 0 15 Lane Group Flow (vph)64 8 7 0 58 7 58 1595 0 18 1186 31 Confl. Peds. (#/hr)3 3 3 3 6 3 3 6 Confl. Bikes (#/hr)2 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Actuated Green, G (s)12.7 12.7 12.7 12.7 12.7 81.4 76.4 76.7 74.3 74.3 Effective Green, g (s)13.7 13.7 13.7 13.7 13.7 83.4 77.4 78.7 75.3 75.3 Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.12 0.76 0.70 0.72 0.68 0.68 Clearance Time (s)6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.0 6.0 6.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)160 224 180 178 220 335 3572 207 3365 976 v/s Ratio Prot 0.00 c0.01 c0.31 0.00 0.24 v/s Ratio Perm c0.05 0.00 0.04 0.00 0.12 0.06 0.02 v/c Ratio 0.40 0.04 0.04 0.33 0.03 0.17 0.45 0.09 0.35 0.03 Uniform Delay, d1 44.4 42.3 42.4 43.9 42.3 3.7 7.0 4.8 7.2 5.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.27 0.26 0.64 0.45 0.08 Incremental Delay, d2 1.6 0.1 0.1 1.1 0.1 0.2 0.3 0.2 0.3 0.1 Delay (s)46.0 42.4 42.5 45.0 42.4 1.2 2.1 3.2 3.5 0.5 Level of Service D D D D D A A A A A Approach Delay (s/veh)44.2 43.7 2.1 3.4 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay (s/veh)5.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.43 Actuated Cycle Length (s)110.0 Sum of lost time (s)15.5 Intersection Capacity Utilization 57.7%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group Timings 06_2047 Total -PM 2: College (US 287) & Columbia 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)105 30 87 47 32 41 116 1780 68 2322 104 Future Volume (vph)105 30 87 47 32 41 116 1780 68 2322 104 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Detector Phase 4 4 4 4 4 4 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)37.0 37.0 37.0 37.0 37.0 37.0 11.0 32.5 11.0 28.0 28.0 Total Split (s)37.0 37.0 37.0 37.0 37.0 37.0 12.0 71.0 12.0 71.0 71.0 Total Split (%)30.8% 30.8% 30.8% 30.8% 30.8% 30.8% 10.0% 59.2% 10.0% 59.2% 59.2% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 3.5 4.5 3.5 4.5 4.5 All-Red Time (s)3.0 3.0 3.0 3.0 3.0 3.0 2.5 2.0 2.5 1.5 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 77 (64%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Natural Cycle: 95 Control Type: Actuated-Coordinated Splits and Phases: 2: College (US 287) & Columbia HCM Signalized Intersection Capacity Analysis 06_2047 Total -PM 2: College (US 287) & Columbia 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)105 30 87 47 32 41 116 1780 50 68 2322 104 Future Volume (vph)105 30 87 47 32 41 116 1780 50 68 2322 104 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 10 8 12 16 10 12 8 10 11 10 Total Lost time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 0.96 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.97 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)1705 1801 1451 1806 1767 1652 5061 1652 4916 1425 Flt Permitted 0.70 1.00 1.00 0.80 1.00 0.05 1.00 0.08 1.00 1.00 Satd. Flow (perm)1262 1801 1451 1496 1767 87 5061 139 4916 1425 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)111 32 92 49 34 43 122 1874 53 72 2444 109 RTOR Reduction (vph)0 0 78 0 0 36 0 2 0 0 0 39 Lane Group Flow (vph)111 32 14 0 83 7 122 1925 0 72 2444 70 Confl. Peds. (#/hr)3 3 3 3 6 3 3 6 Confl. Bikes (#/hr)2 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 4 1 6 5 2 Permitted Phases 4 4 4 4 6 2 2 Actuated Green, G (s)17.5 17.5 17.5 17.5 17.5 87.8 78.7 80.7 75.4 75.4 Effective Green, g (s)18.5 18.5 18.5 18.5 18.5 89.8 79.7 82.7 76.4 76.4 Actuated g/C Ratio 0.15 0.15 0.15 0.15 0.15 0.75 0.66 0.69 0.64 0.64 Clearance Time (s)6.0 6.0 6.0 6.0 6.0 6.0 6.5 6.0 6.0 6.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)194 277 223 230 272 196 3361 175 3129 907 v/s Ratio Prot 0.02 c0.05 0.38 0.02 c0.50 v/s Ratio Perm c0.09 0.01 0.06 0.00 0.41 0.26 0.05 v/c Ratio 0.57 0.12 0.06 0.36 0.02 0.62 0.57 0.41 0.78 0.08 Uniform Delay, d1 47.1 43.7 43.4 45.5 43.1 27.9 10.9 8.0 15.8 8.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 2.22 0.25 2.27 0.37 0.35 Incremental Delay, d2 4.0 0.2 0.1 1.0 0.0 2.2 0.3 0.9 1.2 0.1 Delay (s)51.1 43.9 43.5 46.4 43.1 64.3 2.9 19.1 7.1 3.0 Level of Service D D D D D E A B A A Approach Delay (s/veh)47.1 45.3 6.6 7.2 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay (s/veh)9.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.73 Actuated Cycle Length (s)120.0 Sum of lost time (s)15.5 Intersection Capacity Utilization 77.5%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group HCM 7th TWSC 01_2025 Existing -AM 3: College (US 287) & Access 10/28/2025 Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 1 40 1267 954 27 Future Vol, veh/h 0 1 40 1267 954 27 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 275 --110 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 1 47 1473 1109 31 Major/Minor Minor2 Major1 Major2 Conflicting Flow All -555 1141 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy -7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -3.92 3.12 --- Pot Cap-1 Maneuver 0 *782 544 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %0 0 --- Mov Cap-1 Maneuver -*782 544 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Ctrl Dly, s/v 9.61 0.37 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)544 -782 -- HCM Lane V/C Ratio 0.085 -0.001 -- HCM Ctrl Dly (s/v)12.2 -9.6 -- HCM Lane LOS B -A -- HCM 95th %tile Q(veh)0.3 -0 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 7th TWSC 01_2025 Existing -PM 3: College (US 287)10/28/2025 Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 23 58 1577 1977 33 Future Vol, veh/h 0 23 58 1577 1977 33 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 275 --110 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 98 98 98 98 98 98 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 23 59 1609 2017 34 Major/Minor Minor2 Major1 Major2 Conflicting Flow All -1009 2051 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy -7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -3.92 3.12 --- Pot Cap-1 Maneuver 0 *640 277 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %0 0 --- Mov Cap-1 Maneuver -*640 277 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Ctrl Dly, s/v 10.84 0.76 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)277 -640 -- HCM Lane V/C Ratio 0.214 -0.037 -- HCM Ctrl Dly (s/v)21.5 -10.8 -- HCM Lane LOS C -B -- HCM 95th %tile Q(veh)0.8 -0.1 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 7th TWSC 02_2027 Background -AM 3: College (US 287) & Access 10/28/2025 Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 1 41 1350 1024 27 Future Vol, veh/h 0 1 41 1350 1024 27 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 275 --110 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 1 48 1570 1191 31 Major/Minor Minor2 Major1 Major2 Conflicting Flow All -595 1222 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy -7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -3.92 3.12 --- Pot Cap-1 Maneuver 0 *782 490 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %0 0 --- Mov Cap-1 Maneuver -*782 490 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Ctrl Dly, s/v 9.61 0.39 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)490 -782 -- HCM Lane V/C Ratio 0.097 -0.001 -- HCM Ctrl Dly (s/v)13.1 -9.6 -- HCM Lane LOS B -A -- HCM 95th %tile Q(veh)0.3 -0 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 7th TWSC 02_2027 Background -PM 3: College (US 287)10/28/2025 Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 23 59 1655 2070 34 Future Vol, veh/h 0 23 59 1655 2070 34 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 275 --110 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 98 98 98 98 98 98 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 23 60 1689 2112 35 Major/Minor Minor2 Major1 Major2 Conflicting Flow All -1056 2147 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy -7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -3.92 3.12 --- Pot Cap-1 Maneuver 0 *627 252 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %0 0 --- Mov Cap-1 Maneuver -*627 252 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Ctrl Dly, s/v 10.96 0.82 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)252 -627 -- HCM Lane V/C Ratio 0.239 -0.037 -- HCM Ctrl Dly (s/v)23.7 -11 -- HCM Lane LOS C -B -- HCM 95th %tile Q(veh)0.9 -0.1 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 7th TWSC 03_2027 Total -AM 3: College (US 287) & Access 10/28/2025 Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 42 53 1350 1031 27 Future Vol, veh/h 0 42 53 1350 1031 27 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 275 --110 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 86 86 86 86 86 86 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 49 62 1570 1199 31 Major/Minor Minor2 Major1 Major2 Conflicting Flow All -599 1230 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy -7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -3.92 3.12 --- Pot Cap-1 Maneuver 0 *782 485 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %0 0 --- Mov Cap-1 Maneuver -*782 485 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Ctrl Dly, s/v 9.91 0.51 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)485 -782 -- HCM Lane V/C Ratio 0.127 -0.062 -- HCM Ctrl Dly (s/v)13.5 -9.9 -- HCM Lane LOS B -A -- HCM 95th %tile Q(veh)0.4 -0.2 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 7th TWSC 03_2027 Total -PM 3: College (US 287)10/28/2025 Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 43 91 1655 2088 34 Future Vol, veh/h 0 43 91 1655 2088 34 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 275 --110 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 98 98 98 98 98 98 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 44 93 1689 2131 35 Major/Minor Minor2 Major1 Major2 Conflicting Flow All -1065 2165 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy -7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -3.92 3.12 --- Pot Cap-1 Maneuver 0 *627 244 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %0 0 --- Mov Cap-1 Maneuver -*627 244 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Ctrl Dly, s/v 11.17 1.49 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)244 -627 -- HCM Lane V/C Ratio 0.38 -0.07 -- HCM Ctrl Dly (s/v)28.5 -11.2 -- HCM Lane LOS D -B -- HCM 95th %tile Q(veh)1.7 -0.2 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 7th TWSC 04_2047 Background -AM 3: College (US 287) & Access 10/29/2025 Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 1 48 1582 1198 32 Future Vol, veh/h 0 1 48 1582 1198 32 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 275 --110 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 1 51 1665 1261 34 Major/Minor Minor2 Major1 Major2 Conflicting Flow All -631 1295 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy -7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -3.92 3.12 --- Pot Cap-1 Maneuver 0 *752 505 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %0 0 --- Mov Cap-1 Maneuver -*752 505 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Ctrl Dly, s/v 9.79 0.38 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)505 -752 -- HCM Lane V/C Ratio 0.1 -0.001 -- HCM Ctrl Dly (s/v)12.9 -9.8 -- HCM Lane LOS B -A -- HCM 95th %tile Q(veh)0.3 -0 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 7th TWSC 04_2047 Background -PM 3: College (US 287) & Access 10/29/2025 Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 28 70 1944 2431 40 Future Vol, veh/h 0 28 70 1944 2431 40 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 275 --110 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 29 74 2046 2559 42 Major/Minor Minor2 Major1 Major2 Conflicting Flow All -1279 2601 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy -7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -3.92 3.12 --- Pot Cap-1 Maneuver 0 *562 153 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %0 0 --- Mov Cap-1 Maneuver -*562 153 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Ctrl Dly, s/v 11.75 1.69 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)153 -562 -- HCM Lane V/C Ratio 0.482 -0.052 -- HCM Ctrl Dly (s/v)48.6 -11.8 -- HCM Lane LOS E -B -- HCM 95th %tile Q(veh)2.3 -0.2 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 7th TWSC 06_2047 Total -AM 3: College (US 287) & Access 10/29/2025 Synchro 12 Report Page 1 Intersection Int Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 42 60 1582 1205 32 Future Vol, veh/h 0 42 60 1582 1205 32 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 275 --110 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 44 63 1665 1268 34 Major/Minor Minor2 Major1 Major2 Conflicting Flow All -634 1302 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy -7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -3.92 3.12 --- Pot Cap-1 Maneuver 0 *752 500 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %0 0 --- Mov Cap-1 Maneuver -*752 500 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Ctrl Dly, s/v 10.09 0.48 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)500 -752 -- HCM Lane V/C Ratio 0.126 -0.059 -- HCM Ctrl Dly (s/v)13.2 -10.1 -- HCM Lane LOS B -B -- HCM 95th %tile Q(veh)0.4 -0.2 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 7th TWSC 06_2047 Total -PM 3: College (US 287) & Access 10/29/2025 Synchro 12 Report Page 1 Intersection Int Delay, s/veh 1.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 48 102 1944 2449 40 Future Vol, veh/h 0 48 102 1944 2449 40 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 275 --110 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 51 107 2046 2578 42 Major/Minor Minor2 Major1 Major2 Conflicting Flow All -1289 2620 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy -7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -3.92 3.12 --- Pot Cap-1 Maneuver 0 *562 148 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %0 0 --- Mov Cap-1 Maneuver -*562 148 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Ctrl Dly, s/v 12.03 3.8 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)148 -562 -- HCM Lane V/C Ratio 0.727 -0.09 -- HCM Ctrl Dly (s/v)76.3 -12 -- HCM Lane LOS F -B -- HCM 95th %tile Q(veh)4.3 -0.3 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Timings 01_2025 Existing -AM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Ø6 Ø8 Lane Configurations Traffic Volume (vph)763 59 874 9 15 11 Future Volume (vph)763 59 874 9 15 11 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 3 6 8 6 2 3 2 Switch Phase Minimum Initial (s)4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split (s)23.0 30.0 12.0 30.0 30.0 25.0 Total Split (s)45.0 27.0 13.0 27.0 25.0 58.0 Total Split (%)40.9%24.5% 11.8% 24.5%23%53% Yellow Time (s)7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time (s)1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 96 (87%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 145 Control Type: Actuated-Coordinated Splits and Phases: 4: Redwing/Bay & Drake HCM Signalized Intersection Capacity Analysis 01_2025 Existing -AM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)1 763 7 59 874 17 9 0 15 0 0 11 Future Volume (vph)1 763 7 59 874 17 9 0 15 0 0 11 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time (s)8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)3415 1770 3409 1645 1689 1797 Flt Permitted 0.95 0.21 1.00 0.95 1.00 1.00 Satd. Flow (perm)3259 398 3409 1645 1689 1797 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph)1 898 8 69 1028 20 11 0 18 0 0 13 RTOR Reduction (vph)0 1 0 0 1 0 0 0 0 0 0 12 Lane Group Flow (vph)0 906 0 69 1047 0 11 0 18 0 0 1 Confl. Peds. (#/hr)4 4 36 3 3 Confl. Bikes (#/hr)3 3 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 Permitted Phases 8 2 3 2 Actuated Green, G (s)50.6 92.9 92.9 4.1 5.4 4.1 Effective Green, g (s)51.6 84.9 84.9 5.1 6.4 5.1 Actuated g/C Ratio 0.47 0.77 0.77 0.05 0.06 0.05 Clearance Time (s)9.0 4.0 6.0 4.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1528 660 2631 76 98 83 v/s Ratio Prot 0.03 c0.31 0.01 v/s Ratio Perm c0.28 0.05 c0.01 0.00 v/c Ratio 8.00dr 0.10 0.40 0.14 0.18 0.01 Uniform Delay, d1 21.5 4.7 4.1 50.4 49.3 50.0 Progression Factor 1.00 0.00 0.46 1.00 1.00 1.00 Incremental Delay, d2 1.7 0.1 0.1 0.9 0.9 0.0 Delay (s)23.2 0.1 2.0 51.2 50.2 50.1 Level of Service C A A D D D Approach Delay (s/veh)23.2 1.9 50.6 50.1 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay (s/veh)12.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.52 Actuated Cycle Length (s)110.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 62.4%ICU Level of Service B Analysis Period (min)15 dr Defacto Right Lane. Recode with 1 though lane as a right lane. c Critical Lane Group Timings 01_2025 Existing -PM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Ø6 Ø8 Lane Configurations Traffic Volume (vph)1014 50 1352 21 73 13 Future Volume (vph)1014 50 1352 21 73 13 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 3 6 8 6 2 3 2 Switch Phase Minimum Initial (s)4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split (s)23.0 33.0 12.0 33.0 30.0 25.0 Total Split (s)54.0 28.0 14.0 28.0 24.0 68.0 Total Split (%)45.0%23.3% 11.7% 23.3%20%57% Yellow Time (s)7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time (s)1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Act Effct Green (s)52.9 107.7 107.9 8.3 9.1 8.3 Actuated g/C Ratio 0.44 0.90 0.90 0.07 0.08 0.07 v/c Ratio 0.73 0.07 0.48 0.20 0.62 0.05 Control Delay (s/veh)33.0 0.1 0.9 56.3 75.3 0.3 Queue Delay 0.1 3.2 0.4 0.0 5.3 0.0 Total Delay (s/veh)33.1 3.3 1.3 56.3 80.5 0.3 LOS C A A E F A Approach Delay (s/veh)33.1 1.4 Approach LOS C A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 74 (62%), Referenced to phase 4:EBT and 8:WBTL, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.80 Intersection Signal Delay (s/veh): 16.8 Intersection LOS: B Intersection Capacity Utilization 59.1%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 4: Redwing/Bay & Drake HCM Signalized Intersection Capacity Analysis 01_2025 Existing -PM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1014 0 50 1352 3 21 0 73 0 0 13 Future Volume (vph)0 1014 0 50 1352 3 21 0 73 0 0 13 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time (s)8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)3421 1770 3420 1644 1689 1796 Flt Permitted 1.00 0.12 1.00 0.95 1.00 1.00 Satd. Flow (perm)3421 228 3420 1644 1689 1796 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph)0 1102 0 54 1470 3 23 0 79 0 0 14 RTOR Reduction (vph)0 0 0 0 0 0 0 0 0 0 0 13 Lane Group Flow (vph)0 1102 0 54 1473 0 23 0 79 0 0 1 Confl. Peds. (#/hr)4 4 36 3 3 Confl. Bikes (#/hr)3 3 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 Permitted Phases 8 2 3 2 Actuated Green, G (s)50.3 102.1 102.1 4.9 8.1 4.9 Effective Green, g (s)51.3 94.1 94.1 5.9 9.1 5.9 Actuated g/C Ratio 0.43 0.78 0.78 0.05 0.08 0.05 Clearance Time (s)9.0 4.0 6.0 4.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1462 664 2681 80 128 88 v/s Ratio Prot c0.32 0.03 c0.43 0.05 v/s Ratio Perm 0.04 c0.01 0.00 v/c Ratio 0.75 0.08 0.55 0.29 0.62 0.01 Uniform Delay, d1 29.0 7.0 4.9 55.0 53.8 54.3 Progression Factor 1.00 0.00 0.26 1.00 1.00 1.00 Incremental Delay, d2 3.6 0.0 0.2 2.0 8.6 0.0 Delay (s)32.7 0.0 1.4 57.0 62.3 54.3 Level of Service C A A E E D Approach Delay (s/veh)32.7 1.4 61.1 54.3 Approach LOS C A E D Intersection Summary HCM 2000 Control Delay (s/veh)16.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s)120.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 59.1%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group Timings 02_2027 Background -AM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Ø6 Ø8 Lane Configurations Traffic Volume (vph)790 60 892 9 15 11 Future Volume (vph)790 60 892 9 15 11 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 3 6 8 6 2 3 2 Switch Phase Minimum Initial (s)4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split (s)23.0 30.0 12.0 30.0 30.0 25.0 Total Split (s)45.0 27.0 13.0 27.0 25.0 58.0 Total Split (%)40.9%24.5% 11.8% 24.5%23%53% Yellow Time (s)7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time (s)1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 96 (87%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 145 Control Type: Actuated-Coordinated Splits and Phases: 4: Redwing/Bay & Drake HCM Signalized Intersection Capacity Analysis 02_2027 Background -AM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)1 790 7 60 892 17 9 0 15 0 0 11 Future Volume (vph)1 790 7 60 892 17 9 0 15 0 0 11 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time (s)8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)3416 1770 3409 1645 1689 1797 Flt Permitted 0.95 0.18 1.00 0.95 1.00 1.00 Satd. Flow (perm)3259 340 3409 1645 1689 1797 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph)1 929 8 71 1049 20 11 0 18 0 0 13 RTOR Reduction (vph)0 1 0 0 1 0 0 0 0 0 0 12 Lane Group Flow (vph)0 937 0 71 1068 0 11 0 18 0 0 1 Confl. Peds. (#/hr)4 4 36 3 3 Confl. Bikes (#/hr)3 3 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 Permitted Phases 8 2 3 2 Actuated Green, G (s)45.9 92.9 92.9 4.1 5.3 4.1 Effective Green, g (s)46.9 84.9 84.9 5.1 6.3 5.1 Actuated g/C Ratio 0.43 0.77 0.77 0.05 0.06 0.05 Clearance Time (s)9.0 4.0 6.0 4.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1389 691 2631 76 96 83 v/s Ratio Prot 0.03 c0.31 0.01 v/s Ratio Perm c0.29 0.05 c0.01 0.00 v/c Ratio 8.00dr 0.10 0.41 0.14 0.19 0.01 Uniform Delay, d1 25.4 5.2 4.2 50.4 49.4 50.0 Progression Factor 1.00 0.00 0.44 1.00 1.00 1.00 Incremental Delay, d2 2.6 0.1 0.1 0.9 0.9 0.0 Delay (s)28.1 0.1 1.9 51.2 50.4 50.1 Level of Service C A A D D D Approach Delay (s/veh)28.1 1.8 50.7 50.1 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay (s/veh)14.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length (s)110.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 63.2%ICU Level of Service B Analysis Period (min)15 dr Defacto Right Lane. Recode with 1 though lane as a right lane. c Critical Lane Group Timings 02_2027 Background -PM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Ø6 Ø8 Lane Configurations Traffic Volume (vph)1046 51 1373 21 74 13 Future Volume (vph)1046 51 1373 21 74 13 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 3 6 8 6 2 3 2 Switch Phase Minimum Initial (s)4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split (s)23.0 33.0 12.0 33.0 30.0 25.0 Total Split (s)54.0 28.0 14.0 28.0 24.0 68.0 Total Split (%)45.0%23.3% 11.7% 23.3%20%57% Yellow Time (s)7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time (s)1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Act Effct Green (s)46.9 107.7 107.9 8.3 8.9 8.3 Actuated g/C Ratio 0.39 0.90 0.90 0.07 0.07 0.07 v/c Ratio 0.85 0.07 0.49 0.20 0.64 0.05 Control Delay (s/veh)41.1 3.2 0.9 56.3 77.2 0.3 Queue Delay 0.6 1.0 0.3 0.0 6.6 0.0 Total Delay (s/veh)41.7 4.2 1.2 56.3 83.9 0.3 LOS D A A E F A Approach Delay (s/veh)41.7 1.3 Approach LOS D A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 74 (62%), Referenced to phase 4:EBT and 8:WBTL, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.93 Intersection Signal Delay (s/veh): 20.5 Intersection LOS: C Intersection Capacity Utilization 59.6%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 4: Redwing/Bay & Drake HCM Signalized Intersection Capacity Analysis 02_2027 Background -PM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1046 0 51 1373 3 21 0 74 0 0 13 Future Volume (vph)0 1046 0 51 1373 3 21 0 74 0 0 13 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time (s)8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)3421 1770 3420 1644 1689 1796 Flt Permitted 1.00 0.08 1.00 0.95 1.00 1.00 Satd. Flow (perm)3421 149 3420 1644 1689 1796 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph)0 1137 0 55 1492 3 23 0 80 0 0 14 RTOR Reduction (vph)0 0 0 0 0 0 0 0 0 0 0 13 Lane Group Flow (vph)0 1137 0 55 1495 0 23 0 80 0 0 1 Confl. Peds. (#/hr)4 4 36 3 3 Confl. Bikes (#/hr)3 3 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 Permitted Phases 8 2 3 2 Actuated Green, G (s)44.3 102.1 102.1 4.9 7.9 4.9 Effective Green, g (s)45.3 94.1 94.1 5.9 8.9 5.9 Actuated g/C Ratio 0.38 0.78 0.78 0.05 0.07 0.05 Clearance Time (s)9.0 4.0 6.0 4.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1291 708 2681 80 125 88 v/s Ratio Prot c0.33 0.03 c0.44 0.05 v/s Ratio Perm 0.03 c0.01 0.00 v/c Ratio 0.88 0.08 0.56 0.29 0.64 0.01 Uniform Delay, d1 34.8 8.4 5.0 55.0 54.0 54.3 Progression Factor 1.00 2.63 0.25 1.00 1.00 1.00 Incremental Delay, d2 8.8 0.0 0.2 2.0 10.7 0.0 Delay (s)43.7 22.1 1.4 57.0 64.7 54.3 Level of Service D C A E E D Approach Delay (s/veh)43.7 2.1 62.9 54.3 Approach LOS D A E D Intersection Summary HCM 2000 Control Delay (s/veh)21.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.72 Actuated Cycle Length (s)120.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 59.6%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group Timings 03_2027 Total -AM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Ø6 Ø8 Lane Configurations Traffic Volume (vph)795 60 910 9 15 11 Future Volume (vph)795 60 910 9 15 11 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 3 6 8 6 2 3 2 Switch Phase Minimum Initial (s)4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split (s)23.0 30.0 12.0 30.0 30.0 25.0 Total Split (s)45.0 27.0 13.0 27.0 25.0 58.0 Total Split (%)40.9%24.5% 11.8% 24.5%23%53% Yellow Time (s)7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time (s)1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 96 (87%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 145 Control Type: Actuated-Coordinated Splits and Phases: 4: Redwing/Bay & Drake HCM Signalized Intersection Capacity Analysis 03_2027 Total -AM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)1 795 7 60 910 17 9 0 15 0 0 11 Future Volume (vph)1 795 7 60 910 17 9 0 15 0 0 11 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time (s)8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)3416 1770 3409 1645 1689 1797 Flt Permitted 0.95 0.18 1.00 0.95 1.00 1.00 Satd. Flow (perm)3259 335 3409 1645 1689 1797 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph)1 935 8 71 1071 20 11 0 18 0 0 13 RTOR Reduction (vph)0 1 0 0 1 0 0 0 0 0 0 12 Lane Group Flow (vph)0 943 0 71 1090 0 11 0 18 0 0 1 Confl. Peds. (#/hr)4 4 36 3 3 Confl. Bikes (#/hr)3 3 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 Permitted Phases 8 2 3 2 Actuated Green, G (s)45.9 92.9 92.9 4.1 5.3 4.1 Effective Green, g (s)46.9 84.9 84.9 5.1 6.3 5.1 Actuated g/C Ratio 0.43 0.77 0.77 0.05 0.06 0.05 Clearance Time (s)9.0 4.0 6.0 4.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1389 689 2631 76 96 83 v/s Ratio Prot 0.03 c0.32 0.01 v/s Ratio Perm c0.29 0.05 c0.01 0.00 v/c Ratio 8.00dr 0.10 0.41 0.14 0.19 0.01 Uniform Delay, d1 25.5 5.3 4.2 50.4 49.4 50.0 Progression Factor 1.00 0.00 0.43 1.00 1.00 1.00 Incremental Delay, d2 2.7 0.1 0.1 0.9 0.9 0.0 Delay (s)28.2 0.1 1.9 51.2 50.4 50.1 Level of Service C A A D D D Approach Delay (s/veh)28.2 1.8 50.7 50.1 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay (s/veh)14.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length (s)110.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 63.2%ICU Level of Service B Analysis Period (min)15 dr Defacto Right Lane. Recode with 1 though lane as a right lane. c Critical Lane Group Timings 03_2027 Total -PM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Ø6 Ø8 Lane Configurations Traffic Volume (vph)1060 51 1382 21 74 13 Future Volume (vph)1060 51 1382 21 74 13 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 3 6 8 6 2 3 2 Switch Phase Minimum Initial (s)4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split (s)23.0 33.0 12.0 33.0 30.0 25.0 Total Split (s)54.0 28.0 14.0 28.0 24.0 68.0 Total Split (%)45.0%23.3% 11.7% 23.3%20%57% Yellow Time (s)7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time (s)1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 74 (62%), Referenced to phase 4:EBT and 8:WBTL, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Splits and Phases: 4: Redwing/Bay & Drake HCM Signalized Intersection Capacity Analysis 03_2027 Total -PM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1060 0 51 1382 3 21 0 74 0 0 13 Future Volume (vph)0 1060 0 51 1382 3 21 0 74 0 0 13 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time (s)8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)3421 1770 3420 1644 1689 1796 Flt Permitted 1.00 0.08 1.00 0.95 1.00 1.00 Satd. Flow (perm)3421 148 3420 1644 1689 1796 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph)0 1152 0 55 1502 3 23 0 80 0 0 14 RTOR Reduction (vph)0 0 0 0 0 0 0 0 0 0 0 13 Lane Group Flow (vph)0 1152 0 55 1505 0 23 0 80 0 0 1 Confl. Peds. (#/hr)4 4 36 3 3 Confl. Bikes (#/hr)3 3 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 Permitted Phases 8 2 3 2 Actuated Green, G (s)44.3 102.1 102.1 4.9 7.8 4.9 Effective Green, g (s)45.3 94.1 94.1 5.9 8.8 5.9 Actuated g/C Ratio 0.38 0.78 0.78 0.05 0.07 0.05 Clearance Time (s)9.0 4.0 6.0 4.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1291 708 2681 80 123 88 v/s Ratio Prot c0.34 0.03 c0.44 0.05 v/s Ratio Perm 0.03 c0.01 0.00 v/c Ratio 0.89 0.08 0.56 0.29 0.65 0.01 Uniform Delay, d1 35.1 8.6 5.0 55.0 54.1 54.3 Progression Factor 1.00 2.60 0.25 1.00 1.00 1.00 Incremental Delay, d2 9.6 0.0 0.2 2.0 11.7 0.0 Delay (s)44.7 22.5 1.4 57.0 65.8 54.3 Level of Service D C A E E D Approach Delay (s/veh)44.7 2.1 63.8 54.3 Approach LOS D A E D Intersection Summary HCM 2000 Control Delay (s/veh)22.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.72 Actuated Cycle Length (s)120.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 59.9%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group Timings 04_2047 Background -AM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Ø6 Ø8 Lane Configurations Traffic Volume (vph)929 71 1051 11 18 13 Future Volume (vph)929 71 1051 11 18 13 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 3 6 8 6 2 3 2 Switch Phase Minimum Initial (s)4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split (s)23.0 30.0 12.0 30.0 30.0 25.0 Total Split (s)45.0 27.0 13.0 27.0 25.0 58.0 Total Split (%)40.9%24.5% 11.8% 24.5%23%53% Yellow Time (s)7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time (s)1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 96 (87%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 145 Control Type: Actuated-Coordinated Splits and Phases: 4: Redwing/Bay & Drake HCM Signalized Intersection Capacity Analysis 04_2047 Background -AM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)1 929 8 71 1051 20 11 0 18 0 0 13 Future Volume (vph)1 929 8 71 1051 20 11 0 18 0 0 13 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time (s)8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)3416 1770 3409 1645 1689 1797 Flt Permitted 0.95 0.16 1.00 0.95 1.00 1.00 Satd. Flow (perm)3259 304 3409 1645 1689 1797 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)1 978 8 75 1106 21 12 0 19 0 0 14 RTOR Reduction (vph)0 1 0 0 1 0 0 0 0 0 0 13 Lane Group Flow (vph)0 986 0 75 1126 0 12 0 19 0 0 1 Confl. Peds. (#/hr)4 4 36 3 3 Confl. Bikes (#/hr)3 3 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 Permitted Phases 8 2 3 2 Actuated Green, G (s)45.7 92.8 92.8 4.2 5.3 4.2 Effective Green, g (s)46.7 84.8 84.8 5.2 6.3 5.2 Actuated g/C Ratio 0.42 0.77 0.77 0.05 0.06 0.05 Clearance Time (s)9.0 4.0 6.0 4.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1383 675 2628 77 96 84 v/s Ratio Prot 0.03 c0.33 0.01 v/s Ratio Perm c0.30 0.05 c0.01 0.00 v/c Ratio 8.00dr 0.11 0.43 0.16 0.20 0.01 Uniform Delay, d1 26.1 5.7 4.3 50.3 49.4 49.9 Progression Factor 1.00 0.13 0.41 1.00 1.00 1.00 Incremental Delay, d2 3.2 0.1 0.1 0.9 1.0 0.0 Delay (s)29.3 0.8 1.9 51.2 50.5 50.0 Level of Service C A A D D D Approach Delay (s/veh)29.3 1.8 50.8 50.0 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay (s/veh)14.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s)110.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 72.3%ICU Level of Service C Analysis Period (min)15 dr Defacto Right Lane. Recode with 1 though lane as a right lane. c Critical Lane Group Timings 04_2047 Background -PM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Ø6 Ø8 Lane Configurations Traffic Volume (vph)1231 60 1620 25 88 16 Future Volume (vph)1231 60 1620 25 88 16 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 3 6 8 6 2 3 2 Switch Phase Minimum Initial (s)4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split (s)23.0 33.0 12.0 33.0 30.0 25.0 Total Split (s)54.0 28.0 14.0 28.0 24.0 68.0 Total Split (%)45.0%23.3% 11.7% 23.3%20%57% Yellow Time (s)7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time (s)1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 74 (62%), Referenced to phase 4:EBT and 8:WBTL, Start of Yellow Natural Cycle: 140 Control Type: Actuated-Coordinated Splits and Phases: 4: Redwing/Bay & Drake HCM Signalized Intersection Capacity Analysis 04_2047 Background -PM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1231 0 60 1620 4 25 0 88 0 0 16 Future Volume (vph)0 1231 0 60 1620 4 25 0 88 0 0 16 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time (s)8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)3421 1770 3420 1644 1689 1796 Flt Permitted 1.00 0.08 1.00 0.95 1.00 1.00 Satd. Flow (perm)3421 151 3420 1644 1689 1796 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)0 1296 0 63 1705 4 26 0 93 0 0 17 RTOR Reduction (vph)0 0 0 0 0 0 0 0 0 0 0 16 Lane Group Flow (vph)0 1296 0 63 1709 0 26 0 93 0 0 1 Confl. Peds. (#/hr)4 4 36 3 3 Confl. Bikes (#/hr)3 3 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 Permitted Phases 8 2 3 2 Actuated Green, G (s)43.4 101.9 101.9 5.1 8.0 5.1 Effective Green, g (s)44.4 93.9 93.9 6.1 9.0 6.1 Actuated g/C Ratio 0.37 0.78 0.78 0.05 0.08 0.05 Clearance Time (s)9.0 4.0 6.0 4.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1265 718 2676 83 126 91 v/s Ratio Prot c0.38 0.03 c0.50 0.06 v/s Ratio Perm 0.04 c0.02 0.00 v/c Ratio 1.02 0.09 0.64 0.31 0.74 0.01 Uniform Delay, d1 37.8 11.1 5.7 54.9 54.3 54.1 Progression Factor 1.00 3.32 0.33 1.00 1.00 1.00 Incremental Delay, d2 31.7 0.0 0.2 2.2 20.0 0.0 Delay (s)69.5 37.0 2.1 57.1 74.4 54.1 Level of Service E D A E E D Approach Delay (s/veh)69.5 3.3 70.6 54.1 Approach LOS E A E D Intersection Summary HCM 2000 Control Delay (s/veh)32.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.82 Actuated Cycle Length (s)120.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 66.5%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group Timings 06_2047 Total -AM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Ø6 Ø8 Lane Configurations Traffic Volume (vph)934 71 1069 11 18 13 Future Volume (vph)934 71 1069 11 18 13 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 3 6 8 6 2 3 2 Switch Phase Minimum Initial (s)4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split (s)23.0 30.0 12.0 30.0 30.0 25.0 Total Split (s)45.0 27.0 13.0 27.0 25.0 58.0 Total Split (%)40.9%24.5% 11.8% 24.5%23%53% Yellow Time (s)7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time (s)1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 96 (87%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 145 Control Type: Actuated-Coordinated Splits and Phases: 4: Redwing/Bay & Drake HCM Signalized Intersection Capacity Analysis 06_2047 Total -AM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)1 934 8 71 1069 20 11 0 18 0 0 13 Future Volume (vph)1 934 8 71 1069 20 11 0 18 0 0 13 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time (s)8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)3416 1770 3409 1645 1689 1797 Flt Permitted 0.95 0.16 1.00 0.95 1.00 1.00 Satd. Flow (perm)3259 298 3409 1645 1689 1797 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)1 983 8 75 1125 21 12 0 19 0 0 14 RTOR Reduction (vph)0 1 0 0 1 0 0 0 0 0 0 13 Lane Group Flow (vph)0 991 0 75 1145 0 12 0 19 0 0 1 Confl. Peds. (#/hr)4 4 36 3 3 Confl. Bikes (#/hr)3 3 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 Permitted Phases 8 2 3 2 Actuated Green, G (s)45.5 92.8 92.8 4.2 5.3 4.2 Effective Green, g (s)46.5 84.8 84.8 5.2 6.3 5.2 Actuated g/C Ratio 0.42 0.77 0.77 0.05 0.06 0.05 Clearance Time (s)9.0 4.0 6.0 4.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1377 675 2628 77 96 84 v/s Ratio Prot 0.03 c0.34 0.01 v/s Ratio Perm c0.30 0.05 c0.01 0.00 v/c Ratio 8.00dr 0.11 0.44 0.16 0.20 0.01 Uniform Delay, d1 26.3 5.8 4.3 50.3 49.4 49.9 Progression Factor 1.00 0.15 0.40 1.00 1.00 1.00 Incremental Delay, d2 3.3 0.1 0.1 0.9 1.0 0.0 Delay (s)29.6 0.9 1.8 51.2 50.5 50.0 Level of Service C A A D D D Approach Delay (s/veh)29.6 1.8 50.8 50.0 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay (s/veh)15.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s)110.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 72.3%ICU Level of Service C Analysis Period (min)15 dr Defacto Right Lane. Recode with 1 though lane as a right lane. c Critical Lane Group Timings 06_2047 Total -PM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Ø6 Ø8 Lane Configurations Traffic Volume (vph)1245 60 1629 25 88 16 Future Volume (vph)1245 60 1629 25 88 16 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 3 6 8 6 2 3 2 Switch Phase Minimum Initial (s)4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split (s)23.0 33.0 12.0 33.0 30.0 25.0 Total Split (s)54.0 28.0 14.0 28.0 24.0 68.0 Total Split (%)45.0%23.3% 11.7% 23.3%20%57% Yellow Time (s)7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time (s)1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 74 (62%), Referenced to phase 4:EBT and 8:WBTL, Start of Yellow Natural Cycle: 140 Control Type: Actuated-Coordinated Splits and Phases: 4: Redwing/Bay & Drake HCM Signalized Intersection Capacity Analysis 06_2047 Total -PM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1245 0 60 1629 4 25 0 88 0 0 16 Future Volume (vph)0 1245 0 60 1629 4 25 0 88 0 0 16 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time (s)8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot)3421 1770 3420 1644 1689 1796 Flt Permitted 1.00 0.08 1.00 0.95 1.00 1.00 Satd. Flow (perm)3421 151 3420 1644 1689 1796 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)0 1311 0 63 1715 4 26 0 93 0 0 17 RTOR Reduction (vph)0 0 0 0 0 0 0 0 0 0 0 16 Lane Group Flow (vph)0 1311 0 63 1719 0 26 0 93 0 0 1 Confl. Peds. (#/hr)4 4 36 3 3 Confl. Bikes (#/hr)3 3 Turn Type NA custom NA Perm Over Perm Protected Phases 4 3 6 8 6 3 Permitted Phases 8 2 3 2 Actuated Green, G (s)43.4 101.9 101.9 5.1 8.0 5.1 Effective Green, g (s)44.4 93.9 93.9 6.1 9.0 6.1 Actuated g/C Ratio 0.37 0.78 0.78 0.05 0.08 0.05 Clearance Time (s)9.0 4.0 6.0 4.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1265 718 2676 83 126 91 v/s Ratio Prot c0.38 0.03 c0.50 0.06 v/s Ratio Perm 0.04 c0.02 0.00 v/c Ratio 1.04 0.09 0.64 0.31 0.74 0.01 Uniform Delay, d1 37.8 11.4 5.7 54.9 54.3 54.1 Progression Factor 1.00 3.31 0.35 1.00 1.00 1.00 Incremental Delay, d2 35.2 0.0 0.2 2.2 20.0 0.0 Delay (s)73.0 37.8 2.3 57.1 74.4 54.1 Level of Service E D A E E D Approach Delay (s/veh)73.0 3.5 70.6 54.1 Approach LOS E A E D Intersection Summary HCM 2000 Control Delay (s/veh)34.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.83 Actuated Cycle Length (s)120.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 66.8%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group Timings 01_2025 Existing -AM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Ø2 Lane Configurations Traffic Volume (vph)701 21 880 72 9 52 5 Future Volume (vph)701 21 880 72 9 52 5 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial (s)4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)23.0 12.0 25.0 30.0 30.0 30.0 30.0 30.0 Total Split (s)45.0 13.0 58.0 25.0 25.0 25.0 25.0 27.0 Total Split (%)40.9% 11.8% 52.7% 22.7% 22.7% 22.7% 22.7%25% Yellow Time (s)7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time (s)1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 96 (87%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 145 Control Type: Actuated-Coordinated Splits and Phases: 5: McClelland/Max BRT & Drake HCM Signalized Intersection Capacity Analysis 01_2025 Existing -AM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 701 80 21 880 0 72 9 52 0 5 0 Future Volume (vph)0 701 80 21 880 0 72 9 52 0 5 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.98 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot)3354 1711 3421 1711 1863 1536 1863 Flt Permitted 1.00 0.22 1.00 0.75 1.00 1.00 1.00 Satd. Flow (perm)3354 388 3421 1357 1863 1536 1863 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph)0 825 94 25 1035 0 85 11 61 0 6 0 RTOR Reduction (vph)0 6 0 0 0 0 0 0 49 0 0 0 Lane Group Flow (vph)0 913 0 25 1035 0 85 11 12 0 6 0 Confl. Peds. (#/hr)25 6 6 10 Confl. Bikes (#/hr)1 2 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G (s)52.2 63.6 63.6 20.5 20.5 20.5 20.5 Effective Green, g (s)53.2 64.6 64.6 21.5 21.5 21.5 21.5 Actuated g/C Ratio 0.48 0.59 0.59 0.20 0.20 0.20 0.20 Clearance Time (s)9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1622 304 2009 265 364 300 364 v/s Ratio Prot c0.27 0.00 c0.30 0.01 0.00 v/s Ratio Perm 0.04 c0.06 0.01 v/c Ratio 0.56 0.08 0.52 0.32 0.03 0.04 0.02 Uniform Delay, d1 20.1 11.0 13.4 38.0 35.8 35.9 35.7 Progression Factor 0.13 1.59 1.50 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.1 0.7 0.7 0.0 0.1 0.0 Delay (s)2.8 17.6 20.8 38.7 35.8 35.9 35.7 Level of Service A B C D D D D Approach Delay (s/veh)2.8 20.8 37.4 35.7 Approach LOS A C D D Intersection Summary HCM 2000 Control Delay (s/veh)14.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s)110.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 50.4%ICU Level of Service A Analysis Period (min)15 c Critical Lane Group Timings 01_2025 Existing -PM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Ø2 Lane Configurations Traffic Volume (vph)1002 74 1280 126 7 118 6 Future Volume (vph)1002 74 1280 126 7 118 6 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial (s)4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)23.0 12.0 25.0 30.0 30.0 30.0 30.0 33.0 Total Split (s)54.0 14.0 68.0 24.0 24.0 24.0 24.0 28.0 Total Split (%)45.0% 11.7% 56.7% 20.0% 20.0% 20.0% 20.0%23% Yellow Time (s)7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time (s)1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lag Lag Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 74 (62%), Referenced to phase 4:EBT and 8:WBTL, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Splits and Phases: 5: McClelland/Max BRT & Drake HCM Signalized Intersection Capacity Analysis 01_2025 Existing -PM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1002 92 74 1280 0 126 7 118 0 6 0 Future Volume (vph)0 1002 92 74 1280 0 126 7 118 0 6 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot)3365 1711 3421 1711 1863 1533 1863 Flt Permitted 1.00 0.10 1.00 0.75 1.00 1.00 1.00 Satd. Flow (perm)3365 172 3421 1356 1863 1533 1863 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph)0 1089 100 80 1391 0 137 8 128 0 7 0 RTOR Reduction (vph)0 5 0 0 0 0 0 0 97 0 0 0 Lane Group Flow (vph)0 1184 0 80 1391 0 137 8 31 0 7 0 Confl. Peds. (#/hr)25 6 6 10 Confl. Bikes (#/hr)1 2 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G (s)50.3 64.4 64.4 27.7 27.7 27.7 27.7 Effective Green, g (s)51.3 65.4 65.4 28.7 28.7 28.7 28.7 Actuated g/C Ratio 0.43 0.55 0.55 0.24 0.24 0.24 0.24 Clearance Time (s)9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1438 210 1864 324 445 366 445 v/s Ratio Prot c0.35 0.03 c0.41 0.00 0.00 v/s Ratio Perm 0.18 c0.10 0.02 v/c Ratio 0.82 0.38 0.75 0.42 0.02 0.08 0.02 Uniform Delay, d1 30.3 18.8 20.9 38.6 34.9 35.4 34.9 Progression Factor 0.12 1.47 0.94 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.8 0.9 2.2 0.9 0.0 0.1 0.0 Delay (s)7.4 28.5 21.8 39.5 34.9 35.5 34.9 Level of Service A C C D C D C Approach Delay (s/veh)7.4 22.1 37.5 34.9 Approach LOS A C D C Intersection Summary HCM 2000 Control Delay (s/veh)17.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length (s)120.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 67.1%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group Timings 02_2027 Background -AM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Ø2 Lane Configurations Traffic Volume (vph)727 21 835 136 9 69 5 Future Volume (vph)727 21 835 136 9 69 5 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial (s)4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)23.0 12.0 25.0 30.0 30.0 30.0 30.0 30.0 Total Split (s)45.0 13.0 58.0 25.0 25.0 25.0 25.0 27.0 Total Split (%)40.9% 11.8% 52.7% 22.7% 22.7% 22.7% 22.7%25% Yellow Time (s)7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time (s)1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 96 (87%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 145 Control Type: Actuated-Coordinated Splits and Phases: 5: McClelland/Max BRT & Drake HCM Signalized Intersection Capacity Analysis 02_2027 Background -AM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 727 81 21 835 0 136 9 69 0 5 0 Future Volume (vph)0 727 81 21 835 0 136 9 69 0 5 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot)3355 1711 3421 1711 1863 1536 1863 Flt Permitted 1.00 0.18 1.00 0.75 1.00 1.00 1.00 Satd. Flow (perm)3355 330 3421 1357 1863 1536 1863 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph)0 855 95 25 982 0 160 11 81 0 6 0 RTOR Reduction (vph)0 7 0 0 0 0 0 0 61 0 0 0 Lane Group Flow (vph)0 943 0 25 982 0 160 11 20 0 6 0 Confl. Peds. (#/hr)25 6 6 10 Confl. Bikes (#/hr)1 2 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G (s)47.1 58.4 58.4 25.7 25.7 25.7 25.7 Effective Green, g (s)48.1 59.4 59.4 26.7 26.7 26.7 26.7 Actuated g/C Ratio 0.44 0.54 0.54 0.24 0.24 0.24 0.24 Clearance Time (s)9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1467 257 1847 329 452 372 452 v/s Ratio Prot c0.28 0.01 c0.29 0.01 0.00 v/s Ratio Perm 0.05 c0.12 0.01 v/c Ratio 0.64 0.10 0.53 0.49 0.02 0.05 0.01 Uniform Delay, d1 24.2 13.9 16.3 35.8 31.7 32.0 31.6 Progression Factor 0.14 1.49 1.43 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.1 0.9 1.1 0.0 0.1 0.0 Delay (s)3.5 20.7 24.2 36.9 31.7 32.0 31.7 Level of Service A C C D C C C Approach Delay (s/veh)3.5 24.1 35.1 31.7 Approach LOS A C D C Intersection Summary HCM 2000 Control Delay (s/veh)16.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s)110.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 51.7%ICU Level of Service A Analysis Period (min)15 c Critical Lane Group Timings 02_2027 Background -PM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Ø2 Lane Configurations Traffic Volume (vph)1034 75 1252 175 7 133 6 Future Volume (vph)1034 75 1252 175 7 133 6 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial (s)4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)23.0 12.0 25.0 30.0 30.0 30.0 30.0 33.0 Total Split (s)54.0 14.0 68.0 24.0 24.0 24.0 24.0 28.0 Total Split (%)45.0% 11.7% 56.7% 20.0% 20.0% 20.0% 20.0%23% Yellow Time (s)7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time (s)1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lag Lag Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 74 (62%), Referenced to phase 4:EBT and 8:WBTL, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Splits and Phases: 5: McClelland/Max BRT & Drake HCM Signalized Intersection Capacity Analysis 02_2027 Background -PM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1034 94 75 1252 0 175 7 133 0 6 0 Future Volume (vph)0 1034 94 75 1252 0 175 7 133 0 6 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot)3366 1711 3421 1711 1863 1533 1863 Flt Permitted 1.00 0.08 1.00 0.75 1.00 1.00 1.00 Satd. Flow (perm)3366 143 3421 1356 1863 1533 1863 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph)0 1124 102 82 1361 0 190 8 145 0 7 0 RTOR Reduction (vph)0 6 0 0 0 0 0 0 103 0 0 0 Lane Group Flow (vph)0 1220 0 82 1361 0 190 8 42 0 7 0 Confl. Peds. (#/hr)25 6 6 10 Confl. Bikes (#/hr)1 2 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G (s)44.3 58.2 58.2 33.9 33.9 33.9 33.9 Effective Green, g (s)45.3 59.2 59.2 34.9 34.9 34.9 34.9 Actuated g/C Ratio 0.38 0.49 0.49 0.29 0.29 0.29 0.29 Clearance Time (s)9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1270 186 1687 394 541 445 541 v/s Ratio Prot c0.36 0.03 c0.40 0.00 0.00 v/s Ratio Perm 0.18 c0.14 0.03 v/c Ratio 0.96 0.44 0.81 0.48 0.01 0.09 0.01 Uniform Delay, d1 36.5 23.4 25.6 35.1 30.3 31.0 30.3 Progression Factor 0.11 1.63 0.87 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.2 1.3 3.4 0.9 0.0 0.1 0.0 Delay (s)15.2 39.5 25.7 36.0 30.3 31.1 30.3 Level of Service B D C D C C C Approach Delay (s/veh)15.2 26.5 33.8 30.3 Approach LOS B C C C Intersection Summary HCM 2000 Control Delay (s/veh)22.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length (s)120.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 70.5%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group Timings 03_2027 Total -AM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Ø2 Lane Configurations Traffic Volume (vph)732 21 853 136 9 69 5 Future Volume (vph)732 21 853 136 9 69 5 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial (s)4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)23.0 12.0 25.0 30.0 30.0 30.0 30.0 30.0 Total Split (s)45.0 13.0 58.0 25.0 25.0 25.0 25.0 27.0 Total Split (%)40.9% 11.8% 52.7% 22.7% 22.7% 22.7% 22.7%25% Yellow Time (s)7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time (s)1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 96 (87%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 145 Control Type: Actuated-Coordinated Splits and Phases: 5: McClelland/Max BRT & Drake HCM Signalized Intersection Capacity Analysis 03_2027 Total -AM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 732 81 21 853 0 136 9 69 0 5 0 Future Volume (vph)0 732 81 21 853 0 136 9 69 0 5 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot)3356 1711 3421 1711 1863 1536 1863 Flt Permitted 1.00 0.18 1.00 0.75 1.00 1.00 1.00 Satd. Flow (perm)3356 326 3421 1357 1863 1536 1863 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph)0 861 95 25 1004 0 160 11 81 0 6 0 RTOR Reduction (vph)0 6 0 0 0 0 0 0 61 0 0 0 Lane Group Flow (vph)0 950 0 25 1004 0 160 11 20 0 6 0 Confl. Peds. (#/hr)25 6 6 10 Confl. Bikes (#/hr)1 2 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G (s)47.1 58.4 58.4 25.7 25.7 25.7 25.7 Effective Green, g (s)48.1 59.4 59.4 26.7 26.7 26.7 26.7 Actuated g/C Ratio 0.44 0.54 0.54 0.24 0.24 0.24 0.24 Clearance Time (s)9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1467 255 1847 329 452 372 452 v/s Ratio Prot c0.28 0.01 c0.29 0.01 0.00 v/s Ratio Perm 0.05 c0.12 0.01 v/c Ratio 0.65 0.10 0.54 0.49 0.02 0.05 0.01 Uniform Delay, d1 24.3 13.9 16.5 35.8 31.7 32.0 31.6 Progression Factor 0.14 1.48 1.42 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.1 0.9 1.1 0.0 0.1 0.0 Delay (s)3.6 20.7 24.3 36.9 31.7 32.0 31.7 Level of Service A C C D C C C Approach Delay (s/veh)3.6 24.2 35.1 31.7 Approach LOS A C D C Intersection Summary HCM 2000 Control Delay (s/veh)16.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s)110.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 52.2%ICU Level of Service A Analysis Period (min)15 c Critical Lane Group Timings 03_2027 Total -PM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Ø2 Lane Configurations Traffic Volume (vph)1048 75 1261 175 7 133 6 Future Volume (vph)1048 75 1261 175 7 133 6 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial (s)4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)23.0 12.0 25.0 30.0 30.0 30.0 30.0 33.0 Total Split (s)54.0 14.0 68.0 24.0 24.0 24.0 24.0 28.0 Total Split (%)45.0% 11.7% 56.7% 20.0% 20.0% 20.0% 20.0%23% Yellow Time (s)7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time (s)1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lag Lag Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 74 (62%), Referenced to phase 4:EBT and 8:WBTL, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Splits and Phases: 5: McClelland/Max BRT & Drake HCM Signalized Intersection Capacity Analysis 03_2027 Total -PM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1048 94 75 1261 0 175 7 133 0 6 0 Future Volume (vph)0 1048 94 75 1261 0 175 7 133 0 6 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot)3366 1711 3421 1711 1863 1533 1863 Flt Permitted 1.00 0.08 1.00 0.75 1.00 1.00 1.00 Satd. Flow (perm)3366 143 3421 1356 1863 1533 1863 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph)0 1139 102 82 1371 0 190 8 145 0 7 0 RTOR Reduction (vph)0 6 0 0 0 0 0 0 103 0 0 0 Lane Group Flow (vph)0 1235 0 82 1371 0 190 8 42 0 7 0 Confl. Peds. (#/hr)25 6 6 10 Confl. Bikes (#/hr)1 2 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G (s)44.3 58.1 58.1 34.0 34.0 34.0 34.0 Effective Green, g (s)45.3 59.1 59.1 35.0 35.0 35.0 35.0 Actuated g/C Ratio 0.38 0.49 0.49 0.29 0.29 0.29 0.29 Clearance Time (s)9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1270 185 1684 395 543 447 543 v/s Ratio Prot c0.37 0.03 c0.40 0.00 0.00 v/s Ratio Perm 0.19 c0.14 0.03 v/c Ratio 0.97 0.44 0.81 0.48 0.01 0.09 0.01 Uniform Delay, d1 36.7 23.7 25.8 35.0 30.2 31.0 30.2 Progression Factor 0.11 1.63 0.88 1.00 1.00 1.00 1.00 Incremental Delay, d2 12.7 1.3 3.6 0.9 0.0 0.1 0.0 Delay (s)16.6 39.9 26.2 35.9 30.2 31.1 30.2 Level of Service B D C D C C C Approach Delay (s/veh)16.6 27.0 33.7 30.2 Approach LOS B C C C Intersection Summary HCM 2000 Control Delay (s/veh)23.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length (s)120.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 70.9%ICU Level of Service C Analysis Period (min)15 c Critical Lane Group Timings 04_2047 Background -AM 5: McClelland/Max BRT & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Ø2 Lane Configurations Traffic Volume (vph)855 25 995 149 11 78 6 Future Volume (vph)855 25 995 149 11 78 6 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial (s)4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)23.0 12.0 25.0 30.0 30.0 30.0 30.0 30.0 Total Split (s)45.0 13.0 58.0 25.0 25.0 25.0 25.0 27.0 Total Split (%)40.9% 11.8% 52.7% 22.7% 22.7% 22.7% 22.7%25% Yellow Time (s)7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time (s)1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 96 (87%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 145 Control Type: Actuated-Coordinated Splits and Phases: 5: McClelland/Max BRT & Drake HCM Signalized Intersection Capacity Analysis 04_2047 Background -AM 5: McClelland/Max BRT & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 855 96 25 995 0 149 11 78 0 6 0 Future Volume (vph)0 855 96 25 995 0 149 11 78 0 6 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.98 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot)3355 1711 3421 1711 1863 1536 1863 Flt Permitted 1.00 0.16 1.00 0.75 1.00 1.00 1.00 Satd. Flow (perm)3355 284 3421 1357 1863 1536 1863 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)0 900 101 26 1047 0 157 12 82 0 6 0 RTOR Reduction (vph)0 7 0 0 0 0 0 0 62 0 0 0 Lane Group Flow (vph)0 994 0 26 1047 0 157 12 20 0 6 0 Confl. Peds. (#/hr)25 6 6 10 Confl. Bikes (#/hr)1 2 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G (s)45.7 57.0 57.0 25.8 25.8 25.8 25.8 Effective Green, g (s)46.7 58.0 58.0 26.8 26.8 26.8 26.8 Actuated g/C Ratio 0.42 0.53 0.53 0.24 0.24 0.24 0.24 Clearance Time (s)9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1424 231 1803 330 453 374 453 v/s Ratio Prot c0.30 0.01 c0.31 0.01 0.00 v/s Ratio Perm 0.05 c0.12 0.01 v/c Ratio 0.70 0.11 0.58 0.48 0.03 0.05 0.01 Uniform Delay, d1 25.9 15.1 17.7 35.6 31.7 31.9 31.6 Progression Factor 0.14 1.54 1.44 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.2 1.0 1.1 0.0 0.1 0.0 Delay (s)3.9 23.4 26.5 36.7 31.7 31.9 31.6 Level of Service A C C D C C C Approach Delay (s/veh)3.9 26.5 34.9 31.6 Approach LOS A C C C Intersection Summary HCM 2000 Control Delay (s/veh)17.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.60 Actuated Cycle Length (s)110.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 56.6%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group Timings 04_2047 Background -PM 5: McClelland/Max BRT & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Ø2 Lane Configurations Traffic Volume (vph)1217 89 1486 198 8 155 7 Future Volume (vph)1217 89 1486 198 8 155 7 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial (s)4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)23.0 12.0 25.0 30.0 30.0 30.0 30.0 33.0 Total Split (s)54.0 14.0 68.0 24.0 24.0 24.0 24.0 28.0 Total Split (%)45.0% 11.7% 56.7% 20.0% 20.0% 20.0% 20.0%23% Yellow Time (s)7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time (s)1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lag Lag Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 74 (62%), Referenced to phase 4:EBT and 8:WBTL, Start of Yellow Natural Cycle: 140 Control Type: Actuated-Coordinated Splits and Phases: 5: McClelland/Max BRT & Drake HCM Signalized Intersection Capacity Analysis 04_2047 Background -PM 5: McClelland/Max BRT & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1217 110 89 1486 0 198 8 155 0 7 0 Future Volume (vph)0 1217 110 89 1486 0 198 8 155 0 7 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot)3366 1711 3421 1711 1863 1533 1863 Flt Permitted 1.00 0.08 1.00 0.75 1.00 1.00 1.00 Satd. Flow (perm)3366 146 3421 1356 1863 1533 1863 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)0 1281 116 94 1564 0 208 8 163 0 7 0 RTOR Reduction (vph)0 6 0 0 0 0 0 0 115 0 0 0 Lane Group Flow (vph)0 1391 0 94 1564 0 208 8 48 0 7 0 Confl. Peds. (#/hr)25 6 6 10 Confl. Bikes (#/hr)1 2 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G (s)43.4 57.4 57.4 34.5 34.5 34.5 34.5 Effective Green, g (s)44.4 58.4 58.4 35.5 35.5 35.5 35.5 Actuated g/C Ratio 0.37 0.49 0.49 0.30 0.30 0.30 0.30 Clearance Time (s)9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1245 188 1664 401 551 453 551 v/s Ratio Prot c0.41 0.04 c0.46 0.00 0.00 v/s Ratio Perm 0.21 c0.15 0.03 v/c Ratio 1.12 0.50 0.94 0.52 0.01 0.11 0.01 Uniform Delay, d1 37.8 25.8 29.1 35.1 29.9 30.7 29.9 Progression Factor 0.13 1.55 0.95 1.00 1.00 1.00 1.00 Incremental Delay, d2 56.7 1.4 8.6 1.1 0.0 0.1 0.0 Delay (s)61.5 41.5 36.3 36.3 29.9 30.8 29.9 Level of Service E D D D C C C Approach Delay (s/veh)61.5 36.6 33.8 29.9 Approach LOS E D C C Intersection Summary HCM 2000 Control Delay (s/veh)46.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.84 Actuated Cycle Length (s)120.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 78.1%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group Timings 06_2047 Total -AM 5: McClelland/Max BRT & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Ø2 Lane Configurations Traffic Volume (vph)860 25 1013 149 11 78 6 Future Volume (vph)860 25 1013 149 11 78 6 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial (s)4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)23.0 12.0 25.0 30.0 30.0 30.0 30.0 30.0 Total Split (s)45.0 13.0 58.0 25.0 25.0 25.0 25.0 27.0 Total Split (%)40.9% 11.8% 52.7% 22.7% 22.7% 22.7% 22.7%25% Yellow Time (s)7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time (s)1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 96 (87%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 145 Control Type: Actuated-Coordinated Splits and Phases: 5: McClelland/Max BRT & Drake HCM Signalized Intersection Capacity Analysis 06_2047 Total -AM 5: McClelland/Max BRT & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 860 96 25 1013 0 149 11 78 0 6 0 Future Volume (vph)0 860 96 25 1013 0 149 11 78 0 6 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.98 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot)3355 1711 3421 1711 1863 1536 1863 Flt Permitted 1.00 0.16 1.00 0.75 1.00 1.00 1.00 Satd. Flow (perm)3355 279 3421 1357 1863 1536 1863 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)0 905 101 26 1066 0 157 12 82 0 6 0 RTOR Reduction (vph)0 7 0 0 0 0 0 0 62 0 0 0 Lane Group Flow (vph)0 999 0 26 1066 0 157 12 20 0 6 0 Confl. Peds. (#/hr)25 6 6 10 Confl. Bikes (#/hr)1 2 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G (s)45.5 56.8 56.8 26.0 26.0 26.0 26.0 Effective Green, g (s)46.5 57.8 57.8 27.0 27.0 27.0 27.0 Actuated g/C Ratio 0.42 0.53 0.53 0.25 0.25 0.25 0.25 Clearance Time (s)9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1418 228 1797 333 457 377 457 v/s Ratio Prot c0.30 0.01 c0.31 0.01 0.00 v/s Ratio Perm 0.05 c0.12 0.01 v/c Ratio 0.70 0.11 0.59 0.47 0.03 0.05 0.01 Uniform Delay, d1 26.1 15.2 18.0 35.4 31.5 31.7 31.4 Progression Factor 0.14 1.54 1.43 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.2 1.1 1.1 0.0 0.1 0.0 Delay (s)3.9 23.5 26.7 36.5 31.5 31.8 31.4 Level of Service A C C D C C C Approach Delay (s/veh)3.9 26.7 34.7 31.4 Approach LOS A C C C Intersection Summary HCM 2000 Control Delay (s/veh)17.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.60 Actuated Cycle Length (s)110.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 57.1%ICU Level of Service B Analysis Period (min)15 c Critical Lane Group Timings 06_2047 Total -PM 5: McClelland/Max BRT & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Ø2 Lane Configurations Traffic Volume (vph)1231 89 1495 198 8 155 7 Future Volume (vph)1231 89 1495 198 8 155 7 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial (s)4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)23.0 12.0 25.0 30.0 30.0 30.0 30.0 33.0 Total Split (s)54.0 14.0 68.0 24.0 24.0 24.0 24.0 28.0 Total Split (%)45.0% 11.7% 56.7% 20.0% 20.0% 20.0% 20.0%23% Yellow Time (s)7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time (s)1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lag Lag Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 74 (62%), Referenced to phase 4:EBT and 8:WBTL, Start of Yellow Natural Cycle: 140 Control Type: Actuated-Coordinated Splits and Phases: 5: McClelland/Max BRT & Drake HCM Signalized Intersection Capacity Analysis 06_2047 Total -PM 5: McClelland/Max BRT & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1231 110 89 1495 0 198 8 155 0 7 0 Future Volume (vph)0 1231 110 89 1495 0 198 8 155 0 7 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time (s)8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot)3366 1711 3421 1711 1863 1533 1863 Flt Permitted 1.00 0.08 1.00 0.75 1.00 1.00 1.00 Satd. Flow (perm)3366 146 3421 1356 1863 1533 1863 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph)0 1296 116 94 1574 0 208 8 163 0 7 0 RTOR Reduction (vph)0 6 0 0 0 0 0 0 115 0 0 0 Lane Group Flow (vph)0 1406 0 94 1574 0 208 8 48 0 7 0 Confl. Peds. (#/hr)25 6 6 10 Confl. Bikes (#/hr)1 2 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G (s)43.4 57.4 57.4 34.5 34.5 34.5 34.5 Effective Green, g (s)44.4 58.4 58.4 35.5 35.5 35.5 35.5 Actuated g/C Ratio 0.37 0.49 0.49 0.30 0.30 0.30 0.30 Clearance Time (s)9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)1245 188 1664 401 551 453 551 v/s Ratio Prot c0.42 0.04 c0.46 0.00 0.00 v/s Ratio Perm 0.21 c0.15 0.03 v/c Ratio 1.13 0.50 0.95 0.52 0.01 0.11 0.01 Uniform Delay, d1 37.8 25.8 29.3 35.1 29.9 30.7 29.9 Progression Factor 0.13 1.55 0.95 1.00 1.00 1.00 1.00 Incremental Delay, d2 61.6 1.4 9.2 1.1 0.0 0.1 0.0 Delay (s)66.6 41.4 37.2 36.3 29.9 30.8 29.9 Level of Service E D D D C C C Approach Delay (s/veh)66.6 37.4 33.8 29.9 Approach LOS E D C C Intersection Summary HCM 2000 Control Delay (s/veh)48.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.84 Actuated Cycle Length (s)120.0 Sum of lost time (s)26.0 Intersection Capacity Utilization 78.5%ICU Level of Service D Analysis Period (min)15 c Critical Lane Group Timings 01_2025 Existing -AM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)133 387 152 112 544 163 216 1029 86 97 738 136 Future Volume (vph)133 387 152 112 544 163 216 1029 86 97 738 136 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)18.0 39.0 39.0 12.0 33.0 33.0 17.0 44.0 44.0 15.0 42.0 42.0 Total Split (%)16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 21 (19%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 100 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 01_2025 Existing -AM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)133 387 152 112 544 163 216 1029 86 97 738 136 Future Volume (veh/h)133 387 152 112 544 163 216 1029 86 97 738 136 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 155 450 177 130 633 190 251 1197 100 113 858 158 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 261 876 388 315 790 350 346 1787 574 499 2036 630 Arrive On Green 0.18 0.49 0.49 0.02 0.07 0.07 0.03 0.12 0.12 0.29 0.80 0.80 Sat Flow, veh/h 1781 3554 1575 1781 3554 1574 3456 5106 1640 3456 5106 1579 Grp Volume(v), veh/h 155 450 177 130 633 190 251 1197 100 113 858 158 Grp Sat Flow(s),veh/h/ln 1781 1777 1575 1781 1777 1574 1728 1702 1640 1728 1702 1579 Q Serve(g_s), s 7.1 9.5 5.3 6.1 19.3 12.8 7.9 24.7 4.2 2.7 5.6 2.8 Cycle Q Clear(g_c), s 7.1 9.5 5.3 6.1 19.3 12.8 7.9 24.7 4.2 2.7 5.6 2.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 261 876 388 315 790 350 346 1787 574 499 2036 630 V/C Ratio(X)0.59 0.51 0.46 0.41 0.80 0.54 0.73 0.67 0.17 0.23 0.42 0.25 Avail Cap(c_a), veh/h 315 1082 480 315 888 394 377 1787 574 499 2036 630 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I)0.85 0.85 0.85 0.94 0.94 0.94 0.95 0.95 0.95 1.00 1.00 1.00 Uniform Delay (d), s/veh 27.2 23.4 9.8 31.6 48.6 45.6 51.7 42.6 16.3 34.4 7.3 7.0 Incr Delay (d2), s/veh 1.8 0.4 0.7 0.8 4.5 1.2 5.9 1.9 0.6 0.2 0.6 1.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.8 3.3 2.6 2.8 9.7 5.5 3.8 11.5 2.5 1.1 1.7 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 29.1 23.8 10.5 32.4 53.1 46.8 57.6 44.5 17.0 34.7 7.9 7.9 LnGrp LOS C C B C D D E D B C A A Approach Vol, veh/h 782 953 1548 1129 Approach Delay, s/veh 21.8 49.0 44.8 10.6 Approach LOS C D D B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.0 49.4 12.0 32.6 21.4 44.0 14.7 30.0 Change Period (Y+Rc), s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting (Gmax), s 11.0 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time (g_c+I1), s 9.9 7.6 8.1 11.5 4.7 26.7 9.1 21.3 Green Ext Time (p_c), s 0.1 4.3 0.0 2.3 0.1 4.2 0.1 1.6 Intersection Summary HCM 7th Control Delay, s/veh 32.9 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. Timings 01_2025 Existing -PM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)173 584 230 139 662 177 294 1282 184 274 1482 267 Future Volume (vph)173 584 230 139 662 177 294 1282 184 274 1482 267 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)16.0 41.0 41.0 14.0 39.0 39.0 20.0 47.0 47.0 18.0 45.0 45.0 Total Split (%)13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 16.7% 39.2% 39.2% 15.0% 37.5% 37.5% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 100 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 01_2025 Existing -PM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)173 584 230 139 662 177 294 1282 184 274 1482 267 Future Volume (veh/h)173 584 230 139 662 177 294 1282 184 274 1482 267 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 186 628 247 149 712 190 316 1378 198 295 1594 287 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 261 935 415 272 876 388 531 1933 621 374 1681 519 Arrive On Green 0.13 0.35 0.35 0.03 0.08 0.08 0.31 0.76 0.76 0.04 0.11 0.11 Sat Flow, veh/h 1781 3554 1576 1781 3554 1575 3456 5106 1641 3456 5106 1578 Grp Volume(v), veh/h 186 628 247 149 712 190 316 1378 198 295 1594 287 Grp Sat Flow(s),veh/h/ln 1781 1777 1576 1781 1777 1575 1728 1702 1641 1728 1702 1578 Q Serve(g_s), s 9.2 18.0 15.4 7.4 23.7 9.0 9.3 17.1 4.6 10.2 37.2 15.2 Cycle Q Clear(g_c), s 9.2 18.0 15.4 7.4 23.7 9.0 9.3 17.1 4.6 10.2 37.2 15.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 261 935 415 272 876 388 531 1933 621 374 1681 519 V/C Ratio(X)0.71 0.67 0.60 0.55 0.81 0.49 0.60 0.71 0.32 0.79 0.95 0.55 Avail Cap(c_a), veh/h 261 1051 466 272 992 440 531 1933 621 374 1681 519 HCM Platoon Ratio 1.33 1.33 1.33 0.33 0.33 0.33 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I)0.58 0.58 0.58 0.94 0.94 0.94 0.95 0.95 0.95 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.0 34.6 33.8 33.0 52.4 20.4 38.4 11.1 9.6 56.5 52.5 24.2 Incr Delay (d2), s/veh 5.2 0.8 1.0 2.1 4.4 0.9 1.7 2.2 1.3 10.7 12.7 4.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.1 7.3 5.6 3.5 11.8 3.7 3.6 3.9 1.6 5.2 18.9 6.9 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 36.2 35.4 34.7 35.1 56.9 21.3 40.1 13.3 10.9 67.2 65.2 28.4 LnGrp LOS D D C D E C D B B E E C Approach Vol, veh/h 1061 1051 1892 2176 Approach Delay, s/veh 35.4 47.3 17.5 60.6 Approach LOS D D B E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 23.9 45.0 14.0 37.1 18.0 50.9 16.0 35.1 Change Period (Y+Rc), s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting (Gmax), s 13.5 38.5 8.5 34.5 12.0 40.5 10.5 32.5 Max Q Clear Time (g_c+I1), s 11.3 39.2 9.4 20.0 12.2 19.1 11.2 25.7 Green Ext Time (p_c), s 0.3 0.0 0.0 3.1 0.0 7.1 0.0 2.2 Intersection Summary HCM 7th Control Delay, s/veh 40.8 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. Timings 02_2027 Background -AM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)222 421 149 170 515 166 212 996 83 99 791 124 Future Volume (vph)222 421 149 170 515 166 212 996 83 99 791 124 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)18.0 39.0 39.0 12.0 33.0 33.0 17.0 44.0 44.0 15.0 42.0 42.0 Total Split (%)16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 21 (19%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 100 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 02_2027 Background -AM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)222 421 149 170 515 166 212 996 83 99 791 124 Future Volume (veh/h)222 421 149 170 515 166 212 996 83 99 791 124 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 258 490 173 198 599 193 247 1158 97 115 920 144 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 318 959 425 327 765 339 342 1787 574 419 1923 595 Arrive On Green 0.25 0.54 0.54 0.02 0.07 0.07 0.03 0.12 0.12 0.24 0.75 0.75 Sat Flow, veh/h 1781 3554 1576 1781 3554 1574 3456 5106 1640 3456 5106 1579 Grp Volume(v), veh/h 258 490 173 198 599 193 247 1158 97 115 920 144 Grp Sat Flow(s),veh/h/ln 1781 1777 1576 1781 1777 1574 1728 1702 1640 1728 1702 1579 Q Serve(g_s), s 12.4 9.6 4.8 7.5 18.2 13.1 7.8 23.9 3.8 3.0 7.6 3.0 Cycle Q Clear(g_c), s 12.4 9.6 4.8 7.5 18.2 13.1 7.8 23.9 3.8 3.0 7.6 3.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 318 959 425 327 765 339 342 1787 574 419 1923 595 V/C Ratio(X)0.81 0.51 0.41 0.61 0.78 0.57 0.72 0.65 0.17 0.27 0.48 0.24 Avail Cap(c_a), veh/h 318 1082 480 327 888 394 377 1787 574 419 1923 595 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I)0.80 0.80 0.80 0.94 0.94 0.94 0.95 0.95 0.95 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.3 20.7 9.1 34.4 48.6 46.2 51.7 42.2 14.2 37.8 9.4 8.8 Incr Delay (d2), s/veh 12.0 0.3 0.5 3.0 3.8 1.4 5.7 1.7 0.6 0.4 0.9 1.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.2 3.3 2.2 1.2 9.1 5.6 3.7 11.1 2.4 1.2 2.2 1.1 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 37.3 21.1 9.6 37.4 52.3 47.6 57.4 43.9 14.8 38.1 10.3 9.8 LnGrp LOS D C A D D D E D B D B A Approach Vol, veh/h 921 990 1502 1179 Approach Delay, s/veh 23.5 48.4 44.2 12.9 Approach LOS C D D B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.9 46.9 12.0 35.2 18.8 44.0 18.0 29.2 Change Period (Y+Rc), s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting (Gmax), s 11.0 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time (g_c+I1), s 9.8 9.6 9.5 11.6 5.0 25.9 14.4 20.2 Green Ext Time (p_c), s 0.1 4.5 0.0 2.5 0.1 4.2 0.0 1.8 Intersection Summary HCM 7th Control Delay, s/veh 32.9 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. Timings 02_2027 Background -PM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)243 622 227 184 650 180 290 1265 182 279 1554 254 Future Volume (vph)243 622 227 184 650 180 290 1265 182 279 1554 254 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)16.0 41.0 41.0 14.0 39.0 39.0 20.0 47.0 47.0 18.0 45.0 45.0 Total Split (%)13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 16.7% 39.2% 39.2% 15.0% 37.5% 37.5% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 110 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 02_2027 Background -PM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)243 622 227 184 650 180 290 1265 182 279 1554 254 Future Volume (veh/h)243 622 227 184 650 180 290 1265 182 279 1554 254 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 261 669 244 198 699 194 312 1360 196 300 1671 273 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 262 925 410 260 866 384 540 1947 625 374 1681 519 Arrive On Green 0.13 0.35 0.35 0.03 0.08 0.08 0.31 0.76 0.76 0.04 0.11 0.11 Sat Flow, veh/h 1781 3554 1576 1781 3554 1575 3456 5106 1641 3456 5106 1578 Grp Volume(v), veh/h 261 669 244 198 699 194 312 1360 196 300 1671 273 Grp Sat Flow(s),veh/h/ln 1781 1777 1576 1781 1777 1575 1728 1702 1641 1728 1702 1578 Q Serve(g_s), s 11.5 19.7 15.3 9.5 23.2 9.2 9.1 16.2 4.5 10.3 39.2 14.4 Cycle Q Clear(g_c), s 11.5 19.7 15.3 9.5 23.2 9.2 9.1 16.2 4.5 10.3 39.2 14.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 262 925 410 260 866 384 540 1947 625 374 1681 519 V/C Ratio(X)1.00 0.72 0.59 0.76 0.81 0.51 0.58 0.70 0.31 0.80 0.99 0.53 Avail Cap(c_a), veh/h 262 1051 466 260 992 440 540 1947 625 374 1681 519 HCM Platoon Ratio 1.33 1.33 1.33 0.33 0.33 0.33 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I)0.40 0.40 0.40 0.94 0.94 0.94 0.95 0.95 0.95 1.00 1.00 1.00 Uniform Delay (d), s/veh 35.9 35.4 34.0 35.6 52.4 20.4 37.9 10.7 9.3 56.6 53.4 24.0 Incr Delay (d2), s/veh 34.1 0.9 0.6 11.8 4.2 1.0 1.5 2.0 1.2 11.8 20.6 3.8 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.0 8.0 5.5 5.5 11.6 3.8 3.5 3.7 1.6 5.3 21.1 6.6 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 70.0 36.3 34.7 47.4 56.6 21.4 39.4 12.8 10.6 68.4 74.0 27.7 LnGrp LOS E D C D E C D B B E E C Approach Vol, veh/h 1174 1091 1868 2244 Approach Delay, s/veh 43.5 48.6 17.0 67.6 Approach LOS D D B E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 24.2 45.0 14.0 36.8 18.0 51.2 16.0 34.8 Change Period (Y+Rc), s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting (Gmax), s 13.5 38.5 8.5 34.5 12.0 40.5 10.5 32.5 Max Q Clear Time (g_c+I1), s 11.1 41.2 11.5 21.7 12.3 18.2 13.5 25.2 Green Ext Time (p_c), s 0.3 0.0 0.0 3.1 0.0 7.1 0.0 2.3 Intersection Summary HCM 7th Control Delay, s/veh 45.1 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. Timings 03_2027 Total -AM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)227 421 149 170 515 171 212 1004 83 117 818 142 Future Volume (vph)227 421 149 170 515 171 212 1004 83 117 818 142 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)18.0 39.0 39.0 12.0 33.0 33.0 17.0 44.0 44.0 15.0 42.0 42.0 Total Split (%)16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 21 (19%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 100 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 03_2027 Total -AM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)227 421 149 170 515 171 212 1004 83 117 818 142 Future Volume (veh/h)227 421 149 170 515 171 212 1004 83 117 818 142 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 264 490 173 198 599 199 247 1167 97 136 951 165 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 318 959 425 327 765 339 342 1787 574 418 1923 594 Arrive On Green 0.25 0.54 0.54 0.02 0.07 0.07 0.03 0.12 0.12 0.24 0.75 0.75 Sat Flow, veh/h 1781 3554 1576 1781 3554 1574 3456 5106 1640 3456 5106 1579 Grp Volume(v), veh/h 264 490 173 198 599 199 247 1167 97 136 951 165 Grp Sat Flow(s),veh/h/ln 1781 1777 1576 1781 1777 1574 1728 1702 1640 1728 1702 1579 Q Serve(g_s), s 12.8 9.6 4.8 7.5 18.2 13.5 7.8 24.1 3.8 3.6 8.1 3.6 Cycle Q Clear(g_c), s 12.8 9.6 4.8 7.5 18.2 13.5 7.8 24.1 3.8 3.6 8.1 3.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 318 959 425 327 765 339 342 1787 574 418 1923 594 V/C Ratio(X)0.83 0.51 0.41 0.60 0.78 0.59 0.72 0.65 0.17 0.33 0.49 0.28 Avail Cap(c_a), veh/h 318 1082 480 327 888 394 377 1787 574 418 1923 594 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I)0.80 0.80 0.80 0.94 0.94 0.94 0.95 0.95 0.95 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.4 20.7 9.1 34.4 48.6 46.4 51.7 42.3 14.2 38.0 9.5 8.9 Incr Delay (d2), s/veh 13.8 0.3 0.5 3.0 3.8 1.6 5.7 1.8 0.6 0.4 0.9 1.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.5 3.3 2.2 1.2 9.1 5.8 3.7 11.2 2.4 1.5 2.3 1.3 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 39.2 21.0 9.6 37.4 52.3 47.9 57.4 44.0 14.8 38.4 10.4 10.1 LnGrp LOS D C A D D D E D B D B B Approach Vol, veh/h 927 996 1511 1252 Approach Delay, s/veh 24.1 48.5 44.3 13.4 Approach LOS C D D B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.9 46.9 12.0 35.2 18.8 44.0 18.0 29.2 Change Period (Y+Rc), s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting (Gmax), s 11.0 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time (g_c+I1), s 9.8 10.1 9.5 11.6 5.6 26.1 14.8 20.2 Green Ext Time (p_c), s 0.1 4.7 0.0 2.5 0.1 4.2 0.0 1.8 Intersection Summary HCM 7th Control Delay, s/veh 32.9 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. Timings 03_2027 Total -PM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)257 622 227 184 650 194 290 1286 182 288 1568 263 Future Volume (vph)257 622 227 184 650 194 290 1286 182 288 1568 263 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)16.0 41.0 41.0 14.0 39.0 39.0 20.0 47.0 47.0 18.0 45.0 45.0 Total Split (%)13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 16.7% 39.2% 39.2% 15.0% 37.5% 37.5% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 03_2027 Total -PM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)257 622 227 184 650 194 290 1286 182 288 1568 263 Future Volume (veh/h)257 622 227 184 650 194 290 1286 182 288 1568 263 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 276 669 244 198 699 209 312 1383 196 310 1686 283 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 262 926 411 260 867 384 539 1945 625 374 1681 519 Arrive On Green 0.13 0.35 0.35 0.03 0.08 0.08 0.31 0.76 0.76 0.04 0.11 0.11 Sat Flow, veh/h 1781 3554 1576 1781 3554 1575 3456 5106 1641 3456 5106 1578 Grp Volume(v), veh/h 276 669 244 198 699 209 312 1383 196 310 1686 283 Grp Sat Flow(s),veh/h/ln 1781 1777 1576 1781 1777 1575 1728 1702 1641 1728 1702 1578 Q Serve(g_s), s 11.5 19.7 15.3 9.5 23.2 10.0 9.1 16.9 4.5 10.7 39.5 14.9 Cycle Q Clear(g_c), s 11.5 19.7 15.3 9.5 23.2 10.0 9.1 16.9 4.5 10.7 39.5 14.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 262 926 411 260 867 384 539 1945 625 374 1681 519 V/C Ratio(X)1.05 0.72 0.59 0.76 0.81 0.54 0.58 0.71 0.31 0.83 1.00 0.54 Avail Cap(c_a), veh/h 262 1051 466 260 992 440 539 1945 625 374 1681 519 HCM Platoon Ratio 1.33 1.33 1.33 0.33 0.33 0.33 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I)0.38 0.38 0.38 0.94 0.94 0.94 0.95 0.95 0.95 1.00 1.00 1.00 Uniform Delay (d), s/veh 35.9 35.4 34.0 35.5 52.4 20.6 38.0 10.9 9.4 56.7 53.5 24.2 Incr Delay (d2), s/veh 49.5 0.8 0.6 11.7 4.2 1.1 1.5 2.1 1.2 14.3 22.7 4.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 9.2 8.0 5.5 5.5 11.6 4.1 3.5 3.8 1.6 5.6 21.5 6.8 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 85.4 36.2 34.6 47.3 56.5 21.7 39.4 13.0 10.6 71.0 76.2 28.2 LnGrp LOS F D C D E C D B B E F C Approach Vol, veh/h 1189 1106 1891 2279 Approach Delay, s/veh 47.3 48.3 17.1 69.5 Approach LOS D D B E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 24.2 45.0 14.0 36.8 18.0 51.2 16.0 34.8 Change Period (Y+Rc), s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting (Gmax), s 13.5 38.5 8.5 34.5 12.0 40.5 10.5 32.5 Max Q Clear Time (g_c+I1), s 11.1 41.5 11.5 21.7 12.7 18.9 13.5 25.2 Green Ext Time (p_c), s 0.3 0.0 0.0 3.1 0.0 7.1 0.0 2.3 Intersection Summary HCM 7th Control Delay, s/veh 46.5 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. Timings 04_2047 Background -AM 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)247 492 176 190 614 196 251 1184 99 116 926 149 Future Volume (vph)247 492 176 190 614 196 251 1184 99 116 926 149 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)18.0 39.0 39.0 12.0 33.0 33.0 17.0 44.0 44.0 15.0 42.0 42.0 Total Split (%)16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 21 (19%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 100 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 04_2047 Background -AM 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)247 492 176 190 614 196 251 1184 99 116 926 149 Future Volume (veh/h)247 492 176 190 614 196 251 1184 99 116 926 149 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 260 518 185 200 646 206 264 1246 104 122 975 157 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 314 994 441 327 800 355 358 1787 574 384 1849 572 Arrive On Green 0.25 0.56 0.56 0.02 0.07 0.07 0.03 0.12 0.12 0.22 0.72 0.72 Sat Flow, veh/h 1781 3554 1577 1781 3554 1574 3456 5106 1640 3456 5106 1578 Grp Volume(v), veh/h 260 518 185 200 646 206 264 1246 104 122 975 157 Grp Sat Flow(s),veh/h/ln 1781 1777 1577 1781 1777 1574 1728 1702 1640 1728 1702 1578 Q Serve(g_s), s 12.4 10.0 5.1 7.5 19.7 13.9 8.3 25.8 4.1 3.2 9.4 3.8 Cycle Q Clear(g_c), s 12.4 10.0 5.1 7.5 19.7 13.9 8.3 25.8 4.1 3.2 9.4 3.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 314 994 441 327 800 355 358 1787 574 384 1849 572 V/C Ratio(X)0.83 0.52 0.42 0.61 0.81 0.58 0.74 0.70 0.18 0.32 0.53 0.27 Avail Cap(c_a), veh/h 314 1082 480 327 888 394 377 1787 574 384 1849 572 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I)0.74 0.74 0.74 0.94 0.94 0.94 0.95 0.95 0.95 1.00 1.00 1.00 Uniform Delay (d), s/veh 24.9 19.7 8.9 33.7 48.6 45.9 51.6 43.0 14.2 39.3 11.0 10.2 Incr Delay (d2), s/veh 12.8 0.3 0.5 3.1 4.8 1.7 6.7 2.2 0.7 0.5 1.1 1.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.3 3.3 2.3 1.2 9.9 6.0 4.1 12.1 2.6 1.3 2.7 1.3 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 37.7 20.0 9.3 36.8 53.4 47.6 58.4 45.2 14.9 39.7 12.0 11.4 LnGrp LOS D B A D D D E D B D B B Approach Vol, veh/h 963 1052 1614 1254 Approach Delay, s/veh 22.7 49.1 45.4 14.7 Approach LOS C D D B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.4 45.3 12.0 36.3 17.7 44.0 18.0 30.3 Change Period (Y+Rc), s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting (Gmax), s 11.0 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time (g_c+I1), s 10.3 11.4 9.5 12.0 5.2 27.8 14.4 21.7 Green Ext Time (p_c), s 0.1 4.8 0.0 2.6 0.1 4.1 0.0 1.6 Intersection Summary HCM 7th Control Delay, s/veh 33.8 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. Timings 04_2047 Background -PM 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)275 728 269 210 771 212 344 1500 216 329 1825 303 Future Volume (vph)275 728 269 210 771 212 344 1500 216 329 1825 303 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)16.0 41.0 41.0 14.0 39.0 39.0 20.0 47.0 47.0 18.0 45.0 45.0 Total Split (%)13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 16.7% 39.2% 39.2% 15.0% 37.5% 37.5% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 140 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 04_2047 Background -PM 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)275 728 269 210 771 212 344 1500 216 329 1825 303 Future Volume (veh/h)275 728 269 210 771 212 344 1500 216 329 1825 303 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 289 766 283 221 812 223 362 1579 227 346 1921 319 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 253 1003 445 251 944 419 464 1835 589 374 1681 519 Arrive On Green 0.13 0.38 0.38 0.03 0.09 0.09 0.27 0.72 0.72 0.07 0.22 0.22 Sat Flow, veh/h 1781 3554 1577 1781 3554 1576 3456 5106 1640 3456 5106 1578 Grp Volume(v), veh/h 289 766 283 221 812 223 362 1579 227 346 1921 319 Grp Sat Flow(s),veh/h/ln 1781 1777 1577 1781 1777 1576 1728 1702 1640 1728 1702 1578 Q Serve(g_s), s 11.5 22.6 17.7 9.5 27.1 10.9 11.6 27.4 6.5 11.9 39.5 16.0 Cycle Q Clear(g_c), s 11.5 22.6 17.7 9.5 27.1 10.9 11.6 27.4 6.5 11.9 39.5 16.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 253 1003 445 251 944 419 464 1835 589 374 1681 519 V/C Ratio(X)1.14 0.76 0.64 0.88 0.86 0.53 0.78 0.86 0.39 0.92 1.14 0.61 Avail Cap(c_a), veh/h 253 1051 466 251 992 440 464 1835 589 374 1681 519 HCM Platoon Ratio 1.33 1.33 1.33 0.33 0.33 0.33 2.00 2.00 2.00 0.67 0.67 0.67 Upstream Filter(I)0.10 0.10 0.10 0.94 0.94 0.94 0.95 0.95 0.95 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.6 34.0 32.4 36.7 52.5 21.3 42.2 14.7 11.7 55.2 46.8 21.4 Incr Delay (d2), s/veh 70.1 0.3 0.3 26.7 7.1 1.0 7.9 5.3 1.8 28.3 72.0 5.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 10.0 9.0 6.2 3.8 13.8 4.6 4.8 5.7 2.2 6.8 28.3 7.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 103.6 34.3 32.7 63.4 59.6 22.4 50.2 20.0 13.5 83.4 118.7 26.8 LnGrp LOS F C C E E C D B B F F C Approach Vol, veh/h 1338 1256 2168 2586 Approach Delay, s/veh 48.9 53.7 24.3 102.7 Approach LOS D D C F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 21.6 45.0 14.0 39.4 18.0 48.6 16.0 37.4 Change Period (Y+Rc), s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting (Gmax), s 13.5 38.5 8.5 34.5 12.0 40.5 10.5 32.5 Max Q Clear Time (g_c+I1), s 13.6 41.5 11.5 24.6 13.9 29.4 13.5 29.1 Green Ext Time (p_c), s 0.0 0.0 0.0 3.2 0.0 6.0 0.0 1.5 Intersection Summary HCM 7th Control Delay, s/veh 61.4 HCM 7th LOS E Notes User approved pedestrian interval to be less than phase max green. Timings 05_2047 Background -AM Improved 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)247 492 176 190 614 196 251 1184 99 116 926 149 Future Volume (vph)247 492 176 190 614 196 251 1184 99 116 926 149 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)18.0 39.0 39.0 12.0 33.0 33.0 17.0 44.0 44.0 15.0 42.0 42.0 Total Split (%)16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 21 (19%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 100 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 05_2047 Background -AM Improved 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)247 492 176 190 614 196 251 1184 99 116 926 149 Future Volume (veh/h)247 492 176 190 614 196 251 1184 99 116 926 149 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 260 518 0 200 646 0 264 1246 104 122 975 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 494 853 594 790 358 1787 574 521 2051 Arrive On Green 0.17 0.48 0.00 0.02 0.07 0.00 0.03 0.12 0.12 0.30 0.80 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 5106 1640 3456 5106 1585 Grp Volume(v), veh/h 260 518 0 200 646 0 264 1246 104 122 975 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1640 1728 1702 1585 Q Serve(g_s), s 6.1 11.8 0.0 4.8 19.7 0.0 8.3 25.8 4.4 2.9 6.7 0.0 Cycle Q Clear(g_c), s 6.1 11.8 0.0 4.8 19.7 0.0 8.3 25.8 4.4 2.9 6.7 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 494 853 594 790 358 1787 574 521 2051 V/C Ratio(X)0.53 0.61 0.34 0.82 0.74 0.70 0.18 0.23 0.48 Avail Cap(c_a), veh/h 620 1082 594 888 377 1787 574 521 2051 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I)0.74 0.74 0.00 0.94 0.94 0.00 0.95 0.95 0.95 1.00 1.00 0.00 Uniform Delay (d), s/veh 27.6 24.8 0.0 31.4 48.8 0.0 51.6 43.0 16.8 33.6 7.1 0.0 Incr Delay (d2), s/veh 0.6 0.5 0.0 0.3 5.2 0.0 6.7 2.2 0.7 0.2 0.8 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.3 4.0 0.0 2.1 9.9 0.0 4.1 12.1 2.6 1.2 1.9 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 28.3 25.3 0.0 31.7 54.0 0.0 58.4 45.2 17.5 33.9 7.9 0.0 LnGrp LOS C C C D E D B C A Approach Vol, veh/h 778 846 1614 1097 Approach Delay, s/veh 26.3 48.7 45.6 10.8 Approach LOS C D D B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.4 49.7 12.0 31.9 22.1 44.0 14.0 29.9 Change Period (Y+Rc), s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting (Gmax), s 11.0 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time (g_c+I1), s 10.3 8.7 6.8 13.8 4.9 27.8 8.1 21.7 Green Ext Time (p_c), s 0.1 4.2 0.0 1.9 0.1 4.1 0.4 1.2 Intersection Summary HCM 7th Control Delay, s/veh 33.9 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 05_2047 Background -PM Improved 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)275 728 269 210 771 212 344 1500 216 329 1825 303 Future Volume (vph)275 728 269 210 771 212 344 1500 216 329 1825 303 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)16.0 41.0 41.0 14.0 39.0 39.0 20.0 47.0 47.0 18.0 45.0 45.0 Total Split (%)13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 16.7% 39.2% 39.2% 15.0% 37.5% 37.5% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 05_2047 Background -PM Improved 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)275 728 269 210 771 212 344 1500 216 329 1825 303 Future Volume (veh/h)275 728 269 210 771 212 344 1500 216 329 1825 303 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 289 766 0 221 812 0 362 1579 227 346 1921 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 465 988 485 937 507 1897 610 374 1681 Arrive On Green 0.11 0.37 0.00 0.02 0.09 0.00 0.29 0.74 0.74 0.07 0.22 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 5106 1640 3456 5106 1585 Grp Volume(v), veh/h 289 766 0 221 812 0 362 1579 227 346 1921 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1640 1728 1702 1585 Q Serve(g_s), s 7.1 22.9 0.0 5.5 27.1 0.0 11.2 25.0 5.9 11.9 39.5 0.0 Cycle Q Clear(g_c), s 7.1 22.9 0.0 5.5 27.1 0.0 11.2 25.0 5.9 11.9 39.5 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 465 988 485 937 507 1897 610 374 1681 V/C Ratio(X)0.62 0.78 0.46 0.87 0.71 0.83 0.37 0.92 1.14 Avail Cap(c_a), veh/h 501 1051 512 992 507 1897 610 374 1681 HCM Platoon Ratio 1.33 1.33 1.33 0.33 0.33 0.33 2.00 2.00 2.00 0.67 0.67 0.67 Upstream Filter(I)0.10 0.10 0.00 0.94 0.94 0.00 0.95 0.95 0.95 1.00 1.00 0.00 Uniform Delay (d), s/veh 30.5 34.5 0.0 32.2 52.7 0.0 40.2 12.9 10.4 55.2 46.8 0.0 Incr Delay (d2), s/veh 0.2 0.4 0.0 0.6 7.5 0.0 4.5 4.2 1.7 28.3 72.0 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.8 9.1 0.0 2.4 13.9 0.0 4.4 5.1 2.0 6.8 28.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 30.7 34.9 0.0 32.8 60.2 0.0 44.7 17.1 12.1 83.4 118.7 0.0 LnGrp LOS C C C E D B B F F Approach Vol, veh/h 1055 1033 2168 2267 Approach Delay, s/veh 33.7 54.3 21.2 113.4 Approach LOS C D C F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 23.1 45.0 13.1 38.9 18.0 50.1 14.8 37.1 Change Period (Y+Rc), s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting (Gmax), s 13.5 38.5 8.5 34.5 12.0 40.5 10.5 32.5 Max Q Clear Time (g_c+I1), s 13.2 41.5 7.5 24.9 13.9 27.0 9.1 29.1 Green Ext Time (p_c), s 0.0 0.0 0.1 2.3 0.0 6.7 0.2 1.2 Intersection Summary HCM 7th Control Delay, s/veh 60.5 HCM 7th LOS E Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 06_2047 Total -AM 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)252 492 176 190 614 201 251 1192 99 134 953 167 Future Volume (vph)252 492 176 190 614 201 251 1192 99 134 953 167 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)18.0 39.0 39.0 12.0 33.0 33.0 17.0 44.0 44.0 15.0 42.0 42.0 Total Split (%)16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 21 (19%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 100 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 06_2047 Total -AM 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)252 492 176 190 614 201 251 1192 99 134 953 167 Future Volume (veh/h)252 492 176 190 614 201 251 1192 99 134 953 167 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 265 518 185 200 646 212 264 1255 104 141 1003 176 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 314 994 441 327 800 355 358 1787 574 384 1849 572 Arrive On Green 0.25 0.56 0.56 0.02 0.07 0.07 0.03 0.12 0.12 0.15 0.48 0.48 Sat Flow, veh/h 1781 3554 1577 1781 3554 1574 3456 5106 1640 3456 5106 1578 Grp Volume(v), veh/h 265 518 185 200 646 212 264 1255 104 141 1003 176 Grp Sat Flow(s),veh/h/ln 1781 1777 1577 1781 1777 1574 1728 1702 1640 1728 1702 1578 Q Serve(g_s), s 12.7 10.0 5.1 7.5 19.7 14.3 8.3 26.0 4.1 4.0 15.2 7.5 Cycle Q Clear(g_c), s 12.7 10.0 5.1 7.5 19.7 14.3 8.3 26.0 4.1 4.0 15.2 7.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 314 994 441 327 800 355 358 1787 574 384 1849 572 V/C Ratio(X)0.84 0.52 0.42 0.61 0.81 0.60 0.74 0.70 0.18 0.37 0.54 0.31 Avail Cap(c_a), veh/h 314 1082 480 327 888 394 377 1787 574 384 1849 572 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 1.33 1.33 1.33 Upstream Filter(I)0.74 0.74 0.74 0.94 0.94 0.94 0.95 0.95 0.95 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.0 19.6 8.9 33.6 48.6 46.1 51.6 43.1 14.2 43.4 22.1 20.1 Incr Delay (d2), s/veh 14.4 0.3 0.5 3.1 4.8 1.9 6.7 2.2 0.7 0.6 1.1 1.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.5 3.3 2.3 1.2 9.9 6.2 4.1 12.2 2.6 1.7 5.4 2.8 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 39.4 20.0 9.3 36.8 53.4 48.0 58.4 45.4 14.9 44.0 23.3 21.5 LnGrp LOS D B A D D D E D B D C C Approach Vol, veh/h 968 1058 1623 1320 Approach Delay, s/veh 23.3 49.1 45.5 25.2 Approach LOS C D D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.4 45.3 12.0 36.3 17.7 44.0 18.0 30.3 Change Period (Y+Rc), s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting (Gmax), s 11.0 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time (g_c+I1), s 10.3 17.2 9.5 12.0 6.0 28.0 14.7 21.7 Green Ext Time (p_c), s 0.1 4.7 0.0 2.6 0.1 4.1 0.0 1.6 Intersection Summary HCM 7th Control Delay, s/veh 36.6 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. Timings 06_2047 Total -PM 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)289 728 269 210 771 226 344 1521 216 338 1839 312 Future Volume (vph)289 728 269 210 771 226 344 1521 216 338 1839 312 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)16.0 41.0 41.0 14.0 39.0 39.0 20.0 47.0 47.0 18.0 45.0 45.0 Total Split (%)13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 16.7% 39.2% 39.2% 15.0% 37.5% 37.5% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 06_2047 Total -PM 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)289 728 269 210 771 226 344 1521 216 338 1839 312 Future Volume (veh/h)289 728 269 210 771 226 344 1521 216 338 1839 312 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 0.99 1.00 0.99 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 304 766 283 221 812 238 362 1601 227 356 1936 328 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 252 1004 445 251 945 419 464 1834 589 374 1681 519 Arrive On Green 0.13 0.38 0.38 0.03 0.09 0.09 0.27 0.72 0.72 0.07 0.22 0.22 Sat Flow, veh/h 1781 3554 1577 1781 3554 1576 3456 5106 1640 3456 5106 1578 Grp Volume(v), veh/h 304 766 283 221 812 238 362 1601 227 356 1936 328 Grp Sat Flow(s),veh/h/ln 1781 1777 1577 1781 1777 1576 1728 1702 1640 1728 1702 1578 Q Serve(g_s), s 11.5 22.6 17.7 9.5 27.1 11.7 11.6 28.4 6.5 12.3 39.5 16.6 Cycle Q Clear(g_c), s 11.5 22.6 17.7 9.5 27.1 11.7 11.6 28.4 6.5 12.3 39.5 16.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 252 1004 445 251 945 419 464 1834 589 374 1681 519 V/C Ratio(X)1.20 0.76 0.64 0.88 0.86 0.57 0.78 0.87 0.39 0.95 1.15 0.63 Avail Cap(c_a), veh/h 252 1051 466 251 992 440 464 1834 589 374 1681 519 HCM Platoon Ratio 1.33 1.33 1.33 0.33 0.33 0.33 2.00 2.00 2.00 0.67 0.67 0.67 Upstream Filter(I)0.09 0.09 0.09 0.94 0.94 0.94 0.95 0.95 0.95 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.5 33.9 32.4 36.7 52.5 21.6 42.3 14.8 11.7 55.3 46.8 21.6 Incr Delay (d2), s/veh 95.7 0.3 0.2 26.6 7.1 1.5 8.0 5.8 1.8 33.9 75.7 5.7 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 11.8 9.0 6.2 3.8 13.8 5.0 4.8 5.9 2.2 7.2 28.8 7.3 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 129.2 34.2 32.6 63.3 59.6 23.1 50.2 20.6 13.5 89.2 122.4 27.3 LnGrp LOS F C C E E C D C B F F C Approach Vol, veh/h 1353 1271 2190 2620 Approach Delay, s/veh 55.2 53.4 24.8 106.0 Approach LOS E D C F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 21.6 45.0 14.0 39.4 18.0 48.6 16.0 37.4 Change Period (Y+Rc), s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting (Gmax), s 13.5 38.5 8.5 34.5 12.0 40.5 10.5 32.5 Max Q Clear Time (g_c+I1), s 13.6 41.5 11.5 24.6 14.3 30.4 13.5 29.1 Green Ext Time (p_c), s 0.0 0.0 0.0 3.2 0.0 5.7 0.0 1.5 Intersection Summary HCM 7th Control Delay, s/veh 63.9 HCM 7th LOS E Notes User approved pedestrian interval to be less than phase max green. Timings 07_2047 Total -AM Improved 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)252 492 176 190 614 201 251 1192 99 134 953 167 Future Volume (vph)252 492 176 190 614 201 251 1192 99 134 953 167 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)18.0 39.0 39.0 12.0 33.0 33.0 17.0 44.0 44.0 15.0 42.0 42.0 Total Split (%)16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 21 (19%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 100 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 07_2047 Total -AM Improved 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)252 492 176 190 614 201 251 1192 99 134 953 167 Future Volume (veh/h)252 492 176 190 614 201 251 1192 99 134 953 167 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 265 518 0 200 646 0 264 1255 104 141 1003 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 498 857 597 790 358 1787 574 517 2046 Arrive On Green 0.17 0.48 0.00 0.02 0.07 0.00 0.03 0.12 0.12 0.30 0.80 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 5106 1640 3456 5106 1585 Grp Volume(v), veh/h 265 518 0 200 646 0 264 1255 104 141 1003 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1640 1728 1702 1585 Q Serve(g_s), s 6.2 11.7 0.0 4.8 19.7 0.0 8.3 26.0 4.4 3.4 7.1 0.0 Cycle Q Clear(g_c), s 6.2 11.7 0.0 4.8 19.7 0.0 8.3 26.0 4.4 3.4 7.1 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 498 857 597 790 358 1787 574 517 2046 V/C Ratio(X)0.53 0.60 0.34 0.82 0.74 0.70 0.18 0.27 0.49 Avail Cap(c_a), veh/h 620 1082 597 888 377 1787 574 517 2046 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I)0.74 0.74 0.00 0.94 0.94 0.00 0.95 0.95 0.95 1.00 1.00 0.00 Uniform Delay (d), s/veh 27.6 24.6 0.0 31.4 48.8 0.0 51.6 43.1 16.8 34.0 7.3 0.0 Incr Delay (d2), s/veh 0.7 0.5 0.0 0.3 5.2 0.0 6.7 2.2 0.7 0.3 0.8 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.4 4.0 0.0 2.1 9.9 0.0 4.1 12.2 2.6 1.4 1.9 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 28.2 25.1 0.0 31.7 54.0 0.0 58.4 45.4 17.4 34.3 8.1 0.0 LnGrp LOS C C C D E D B C A Approach Vol, veh/h 783 846 1623 1144 Approach Delay, s/veh 26.2 48.7 45.7 11.3 Approach LOS C D D B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.4 49.6 12.0 32.0 22.0 44.0 14.1 29.9 Change Period (Y+Rc), s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting (Gmax), s 11.0 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time (g_c+I1), s 10.3 9.1 6.8 13.7 5.4 28.0 8.2 21.7 Green Ext Time (p_c), s 0.1 4.3 0.0 1.9 0.1 4.1 0.4 1.2 Intersection Summary HCM 7th Control Delay, s/veh 33.8 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 07_2047 Total -PM Improved 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)289 728 269 210 771 226 344 1521 216 338 1839 312 Future Volume (vph)289 728 269 210 771 226 344 1521 216 338 1839 312 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split (s)16.0 41.0 41.0 14.0 39.0 39.0 20.0 47.0 47.0 18.0 45.0 45.0 Total Split (%)13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 16.7% 39.2% 39.2% 15.0% 37.5% 37.5% Yellow Time (s)3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time (s)2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust (s)-1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time (s)4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Yellow Natural Cycle: 120 Control Type: Actuated-Coordinated Splits and Phases: 6: College (US 287) & Drake HCM 7th Signalized Intersection Summary 07_2047 Total -PM Improved 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)289 728 269 210 771 226 344 1521 216 338 1839 312 Future Volume (veh/h)289 728 269 210 771 226 344 1521 216 338 1839 312 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1945 1870 1870 1870 Adj Flow Rate, veh/h 304 766 0 221 812 0 362 1601 227 356 1936 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 475 998 491 937 497 1883 605 374 1681 Arrive On Green 0.12 0.37 0.00 0.02 0.09 0.00 0.29 0.74 0.74 0.07 0.22 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 5106 1640 3456 5106 1585 Grp Volume(v), veh/h 304 766 0 221 812 0 362 1601 227 356 1936 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1640 1728 1702 1585 Q Serve(g_s), s 7.5 22.7 0.0 5.5 27.1 0.0 11.3 26.5 6.0 12.3 39.5 0.0 Cycle Q Clear(g_c), s 7.5 22.7 0.0 5.5 27.1 0.0 11.3 26.5 6.0 12.3 39.5 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 475 998 491 937 497 1883 605 374 1681 V/C Ratio(X)0.64 0.77 0.45 0.87 0.73 0.85 0.38 0.95 1.15 Avail Cap(c_a), veh/h 501 1051 518 992 497 1883 605 374 1681 HCM Platoon Ratio 1.33 1.33 1.33 0.33 0.33 0.33 2.00 2.00 2.00 0.67 0.67 0.67 Upstream Filter(I)0.09 0.09 0.00 0.94 0.94 0.00 0.95 0.95 0.95 1.00 1.00 0.00 Uniform Delay (d), s/veh 30.4 34.2 0.0 32.1 52.7 0.0 40.6 13.4 10.7 55.3 46.8 0.0 Incr Delay (d2), s/veh 0.2 0.3 0.0 0.6 7.5 0.0 5.1 4.8 1.7 33.9 75.7 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.0 9.0 0.0 2.4 13.9 0.0 4.5 5.4 2.1 7.2 28.8 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 30.6 34.5 0.0 32.7 60.2 0.0 45.8 18.2 12.4 89.2 122.4 0.0 LnGrp LOS C C C E D B B F F Approach Vol, veh/h 1070 1033 2190 2292 Approach Delay, s/veh 33.4 54.3 22.2 117.3 Approach LOS C D C F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 22.7 45.0 13.1 39.2 18.0 49.7 15.1 37.1 Change Period (Y+Rc), s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting (Gmax), s 13.5 38.5 8.5 34.5 12.0 40.5 10.5 32.5 Max Q Clear Time (g_c+I1), s 13.3 41.5 7.5 24.7 14.3 28.5 9.5 29.1 Green Ext Time (p_c), s 0.0 0.0 0.1 2.3 0.0 6.4 0.1 1.2 Intersection Summary HCM 7th Control Delay, s/veh 62.1 HCM 7th LOS E Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 296193000 Edison at University Plaza Appendix H:Queue Analysis Worksheets Queues 03_2027 Total -AM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBT NBL NBT SBL SBT SBR Lane Group Flow (vph)72 26 9 68 1557 11 1162 65 v/c Ratio 0.40 0.07 0.04 0.18 0.38 0.06 0.33 0.06 Control Delay (s/veh)47.0 0.4 33.9 2.3 1.4 10.9 8.8 1.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)47.0 0.4 33.9 2.3 1.4 10.9 8.8 1.5 Queue Length 50th (ft)49 0 5 3 31 2 110 0 Queue Length 95th (ft)73 0 16 7 33 13 198 10 Internal Link Dist (ft)321 526 574 884 Turn Bay Length (ft)225 240 230 Base Capacity (vph)367 544 510 377 4098 190 3522 1052 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.20 0.05 0.02 0.18 0.38 0.06 0.33 0.06 Intersection Summary Queues 03_2027 Total -PM 1: College (US 287) & Rutgers 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBT NBL NBT SBL SBT SBR Lane Group Flow (vph)181 147 27 93 1586 32 2035 139 v/c Ratio 0.73 0.39 0.08 0.52 0.43 0.20 0.67 0.15 Control Delay (s/veh)62.6 18.0 25.8 45.1 2.2 16.0 16.9 2.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)62.6 18.0 25.8 45.1 2.2 16.0 16.9 2.7 Queue Length 50th (ft)133 33 10 32 44 10 352 2 Queue Length 95th (ft)200 86 34 #99 52 34 465 30 Internal Link Dist (ft)321 526 574 884 Turn Bay Length (ft)225 240 230 Base Capacity (vph)331 473 466 178 3709 159 3056 940 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.55 0.31 0.06 0.52 0.43 0.20 0.67 0.15 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 06_2047 Total -AM 1: College (US 287) & Rutgers 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBT NBL NBT SBL SBT SBR Lane Group Flow (vph)76 27 9 72 1630 12 1220 68 v/c Ratio 0.41 0.08 0.03 0.20 0.40 0.07 0.35 0.06 Control Delay (s/veh)47.3 0.5 33.7 2.9 1.6 11.3 9.0 1.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)47.3 0.5 33.7 2.9 1.6 11.3 9.0 1.6 Queue Length 50th (ft)51 0 5 4 32 3 120 0 Queue Length 95th (ft)82 0 17 10 47 16 227 14 Internal Link Dist (ft)321 526 574 884 Turn Bay Length (ft)225 240 230 Base Capacity (vph)367 538 511 358 4088 175 3511 1050 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.21 0.05 0.02 0.20 0.40 0.07 0.35 0.06 Intersection Summary Queues 06_2047 Total -PM 1: College (US 287) & Rutgers 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT WBT NBL NBT SBL SBT SBR Lane Group Flow (vph)219 178 34 113 1903 38 2441 168 v/c Ratio 0.80 0.44 0.09 0.65 0.53 0.37 0.83 0.18 Control Delay (s/veh)65.9 22.3 24.6 54.1 2.4 27.4 23.2 3.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 Total Delay (s/veh)65.9 22.3 24.6 54.1 2.5 27.4 23.3 3.8 Queue Length 50th (ft)160 55 12 49 50 15 558 11 Queue Length 95th (ft)244 119 39 #134 58 54 645 43 Internal Link Dist (ft)321 526 574 884 Turn Bay Length (ft)225 240 230 Base Capacity (vph)329 470 469 175 3598 103 2944 911 Starvation Cap Reductn 0 0 0 0 131 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 43 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.67 0.38 0.07 0.65 0.55 0.37 0.84 0.18 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 03_2027 Total -AM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)65 8 59 55 51 56 1518 16 1128 46 v/c Ratio 0.37 0.03 0.21 0.28 0.16 0.15 0.39 0.06 0.32 0.04 Control Delay (s/veh)45.7 35.0 3.7 42.6 2.0 2.1 2.4 3.9 4.2 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)45.7 35.0 3.7 42.6 2.0 2.1 2.4 3.9 4.2 0.1 Queue Length 50th (ft)44 5 0 37 0 1 10 2 43 0 Queue Length 95th (ft)66 15 9 57 3 m10 105 5 48 1 Internal Link Dist (ft)430 404 334 574 Turn Bay Length (ft)105 115 200 175 290 300 Base Capacity (vph)376 523 489 417 580 375 3845 280 3518 1045 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.17 0.02 0.12 0.13 0.09 0.15 0.39 0.06 0.32 0.04 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 03_2027 Total -PM 2: College (US 287) & Columbia 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)95 26 78 70 36 105 1621 60 2055 95 v/c Ratio 0.52 0.10 0.28 0.32 0.11 0.55 0.47 0.25 0.64 0.10 Control Delay (s/veh)55.1 41.0 9.0 47.0 0.7 44.9 3.0 5.3 5.4 0.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)55.1 41.0 9.0 47.0 0.7 44.9 3.0 5.3 5.4 0.3 Queue Length 50th (ft)70 18 0 50 0 35 33 6 81 0 Queue Length 95th (ft)108 38 33 82 0 m63 m74 m11 98 m2 Internal Link Dist (ft)430 404 304 574 Turn Bay Length (ft)105 115 200 175 290 300 Base Capacity (vph)340 480 450 401 534 192 3471 240 3225 967 Starvation Cap Reductn 0 0 0 0 0 0 0 0 56 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.28 0.05 0.17 0.17 0.07 0.55 0.47 0.25 0.65 0.10 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 06_2047 Total -AM 2: College (US 287) & Columbia 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)64 8 58 58 53 58 1596 18 1186 46 v/c Ratio 0.36 0.03 0.21 0.30 0.16 0.16 0.41 0.07 0.34 0.04 Control Delay (s/veh)45.7 35.0 3.6 43.1 2.4 2.0 2.3 3.9 4.2 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)45.7 35.0 3.6 43.1 2.4 2.0 2.3 3.9 4.2 0.1 Queue Length 50th (ft)43 5 0 39 0 1 10 2 45 0 Queue Length 95th (ft)69 16 12 64 8 m10 m112 m5 53 1 Internal Link Dist (ft)430 404 334 574 Turn Bay Length (ft)105 115 200 175 290 300 Base Capacity (vph)375 523 489 417 580 357 3848 264 3519 1046 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.17 0.02 0.12 0.14 0.09 0.16 0.41 0.07 0.34 0.04 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 06_2047 Total -PM 2: College (US 287) & Columbia 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)111 32 92 83 43 122 1927 72 2444 109 v/c Ratio 0.57 0.12 0.31 0.36 0.12 0.62 0.56 0.38 0.78 0.12 Control Delay (s/veh)56.7 40.6 10.1 47.3 1.2 50.3 3.2 18.0 8.0 1.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 Total Delay (s/veh)56.7 40.6 10.1 47.3 1.2 50.3 3.2 18.0 8.0 1.0 Queue Length 50th (ft)82 22 0 59 0 58 36 7 101 0 Queue Length 95th (ft)124 45 41 94 3 m70 m80 m20 170 m5 Internal Link Dist (ft)430 404 334 574 Turn Bay Length (ft)105 115 200 175 290 300 Base Capacity (vph)336 480 454 399 534 197 3413 191 3129 945 Starvation Cap Reductn 0 0 0 0 0 0 0 0 53 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.33 0.07 0.20 0.21 0.08 0.62 0.56 0.38 0.79 0.12 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 03_2027 Total -AM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow (vph)944 71 1091 11 18 13 v/c Ratio 8.00dr 0.08 0.36 0.10 0.16 0.04 Control Delay (s/veh)230.8 0.2 1.0 49.8 51.5 0.3 Queue Delay 0.0 2.0 0.2 0.0 0.0 0.0 Total Delay (s/veh)230.8 2.2 1.2 49.8 51.5 0.3 Queue Length 50th (ft)~526 0 0 7 12 0 Queue Length 95th (ft)#629 0 0 24 34 0 Internal Link Dist (ft)1512 64 Turn Bay Length (ft)80 120 Base Capacity (vph)659 870 3057 358 122 562 Starvation Cap Reductn 0 694 986 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 1.43 0.40 0.53 0.03 0.15 0.02 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. dr Defacto Right Lane. Recode with 1 though lane as a right lane. Queues 03_2027 Total -PM 4: Redwing/Bay & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow (vph)1152 55 1505 23 80 14 v/c Ratio 0.86 0.07 0.49 0.20 0.65 0.05 Control Delay (s/veh)41.8 3.2 0.9 56.3 78.4 0.3 Queue Delay 0.7 1.0 0.3 0.0 8.0 0.0 Total Delay (s/veh)42.6 4.2 1.2 56.3 86.4 0.3 Queue Length 50th (ft)431 0 30 17 61 0 Queue Length 95th (ft)#530 m0 26 44 #132 0 Internal Link Dist (ft)1512 64 Turn Bay Length (ft)80 120 Base Capacity (vph)1336 849 3075 342 126 532 Starvation Cap Reductn 0 652 859 0 0 0 Spillback Cap Reductn 41 0 0 0 22 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.89 0.28 0.68 0.07 0.77 0.03 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 06_2047 Total -AM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow (vph)992 75 1146 12 19 14 v/c Ratio 8.00dr 0.09 0.38 0.11 0.17 0.04 Control Delay (s/veh)265.8 0.3 1.0 49.8 51.6 0.2 Queue Delay 0.0 2.8 0.2 0.0 0.0 0.0 Total Delay (s/veh)265.8 3.2 1.2 49.8 51.6 0.2 Queue Length 50th (ft)~571 0 0 8 13 0 Queue Length 95th (ft)#717 m0 0 28 37 0 Internal Link Dist (ft)1512 64 Turn Bay Length (ft)80 120 Base Capacity (vph)655 854 3055 358 122 562 Starvation Cap Reductn 0 693 1014 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 1.51 0.47 0.56 0.03 0.16 0.02 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. dr Defacto Right Lane. Recode with 1 though lane as a right lane. Queues 06_2047 Total -PM 4: Redwing/Bay & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow (vph)1311 63 1719 26 93 17 v/c Ratio 1.00 0.07 0.56 0.23 0.74 0.05 Control Delay (s/veh)62.0 4.1 1.2 56.6 86.9 0.3 Queue Delay 3.4 1.1 0.6 0.0 80.9 0.0 Total Delay (s/veh)65.4 5.2 1.9 56.6 167.8 0.3 Queue Length 50th (ft)528 0 30 19 72 0 Queue Length 95th (ft)#693 m0 m30 49 #159 0 Internal Link Dist (ft)1512 64 Turn Bay Length (ft)80 120 Base Capacity (vph)1312 856 3069 342 126 532 Starvation Cap Reductn 0 649 852 0 0 0 Spillback Cap Reductn 17 0 0 0 64 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 1.01 0.30 0.78 0.08 1.50 0.03 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 03_2027 Total -AM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow (vph)956 25 1004 160 11 81 6 v/c Ratio 0.60 0.09 0.52 0.48 0.02 0.16 0.01 Control Delay (s/veh)4.2 20.2 25.3 39.8 28.8 0.7 28.4 Queue Delay 50.6 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)54.8 20.2 25.3 39.8 28.8 0.7 28.4 Queue Length 50th (ft)24 8 211 94 6 0 3 Queue Length 95th (ft)m22 m18 304 145 19 0 13 Internal Link Dist (ft)64 705 2519 384 Turn Bay Length (ft)160 150 150 Base Capacity (vph)1581 292 1921 330 452 493 452 Starvation Cap Reductn 734 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 1.13 0.09 0.52 0.48 0.02 0.16 0.01 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 03_2027 Total -PM 5: McClelland/Max BRT & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow (vph)1241 82 1371 190 8 145 7 v/c Ratio 0.94 0.43 0.79 0.48 0.01 0.26 0.01 Control Delay (s/veh)14.2 29.2 25.1 41.6 34.0 7.1 34.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)14.2 29.2 25.1 41.6 34.0 7.1 34.0 Queue Length 50th (ft)45 29 366 126 5 0 4 Queue Length 95th (ft)#609 m53 472 210 18 52 17 Internal Link Dist (ft)64 705 2519 384 Turn Bay Length (ft)160 150 150 Base Capacity (vph)1321 194 1729 395 543 549 543 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.94 0.42 0.79 0.48 0.01 0.26 0.01 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 06_2047 Total -AM 5: McClelland/Max BRT & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow (vph)1006 26 1066 157 12 82 6 v/c Ratio 0.67 0.10 0.58 0.47 0.03 0.17 0.01 Control Delay (s/veh)5.1 22.6 28.5 39.2 28.8 0.7 28.5 Queue Delay 50.1 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)55.2 22.6 28.5 39.2 28.8 0.7 28.5 Queue Length 50th (ft)30 9 261 91 6 0 3 Queue Length 95th (ft)m21 m19 351 154 21 0 13 Internal Link Dist (ft)64 705 2519 384 Turn Bay Length (ft)160 150 150 Base Capacity (vph)1511 262 1848 332 456 496 456 Starvation Cap Reductn 600 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 1.10 0.10 0.58 0.47 0.03 0.17 0.01 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 06_2047 Total -PM 5: McClelland/Max BRT & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow (vph)1412 94 1574 208 8 163 7 v/c Ratio 1.09 0.48 0.92 0.52 0.01 0.29 0.01 Control Delay (s/veh)53.9 30.4 33.9 42.7 34.3 6.9 34.1 Queue Delay 0.0 0.0 0.1 0.1 0.0 0.0 0.0 Total Delay (s/veh)53.9 30.4 34.1 42.8 34.3 6.9 34.1 Queue Length 50th (ft)~618 37 463 140 5 0 4 Queue Length 95th (ft)m#630 m55 #562 231 18 54 17 Internal Link Dist (ft)64 705 2519 384 Turn Bay Length (ft)160 150 150 Base Capacity (vph)1297 194 1710 400 550 567 550 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 5 6 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 1.09 0.48 0.92 0.53 0.01 0.29 0.01 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 03_2027 Total -AM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)264 490 173 198 599 199 247 1167 97 136 951 165 v/c Ratio 0.88 0.53 0.30 0.65 0.80 0.35 0.68 0.64 0.13 0.48 0.55 0.24 Control Delay (s/veh)67.7 29.5 5.4 35.3 48.3 6.7 53.0 30.6 4.0 55.8 32.7 9.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)67.7 29.5 5.4 35.3 48.3 6.7 53.0 30.6 4.0 55.8 32.7 9.7 Queue Length 50th (ft)112 82 10 97 210 7 88 268 1 34 126 0 Queue Length 95th (ft)#239 106 48 146 258 48 124 307 25 72 256 87 Internal Link Dist (ft)705 2554 1275 1297 Turn Bay Length (ft)240 230 275 250 260 250 270 275 Base Capacity (vph)300 1005 607 305 825 590 372 1827 727 286 1735 680 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.88 0.49 0.29 0.65 0.73 0.34 0.66 0.64 0.13 0.48 0.55 0.24 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 03_2027 Total -PM 6: College (US 287) & Drake 10/28/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)276 669 244 198 699 209 312 1383 196 310 1686 283 v/c Ratio 1.14 0.74 0.41 0.83 0.83 0.38 0.78 0.78 0.28 0.79 0.97 0.42 Control Delay (s/veh)131.5 29.9 4.8 62.0 60.3 14.2 61.0 34.5 3.4 50.7 47.2 12.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)131.5 29.9 4.8 62.0 60.3 14.2 61.0 34.5 3.4 50.7 47.2 12.1 Queue Length 50th (ft)~186 106 23 115 289 8 123 358 4 122 ~512 105 Queue Length 95th (ft)m#228 m118 m31 #179 359 94 #179 232 24 #196 #628 193 Internal Link Dist (ft)705 2554 1275 1327 Turn Bay Length (ft)240 230 275 250 260 250 270 275 Base Capacity (vph)242 977 617 240 922 585 401 1766 701 391 1732 677 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.14 0.68 0.40 0.83 0.76 0.36 0.78 0.78 0.28 0.79 0.97 0.42 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 06_2047 Total -AM 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)265 518 185 200 646 212 264 1255 104 141 1003 176 v/c Ratio 0.91 0.54 0.31 0.66 0.83 0.37 0.72 0.70 0.15 0.49 0.59 0.26 Control Delay (s/veh)75.1 29.5 6.2 36.0 49.7 7.0 55.6 32.7 4.0 56.8 34.3 10.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)75.1 29.5 6.2 36.0 49.7 7.0 55.6 32.7 4.0 56.8 34.3 10.5 Queue Length 50th (ft)150 85 21 96 228 7 95 297 1 35 133 0 Queue Length 95th (ft)#282 117 m58 155 297 61 #147 355 29 77 282 102 Internal Link Dist (ft)705 2554 1275 1297 Turn Bay Length (ft)240 230 275 250 260 250 270 275 Base Capacity (vph)291 1005 607 301 825 590 371 1787 716 286 1691 668 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.91 0.52 0.30 0.66 0.78 0.36 0.71 0.70 0.15 0.49 0.59 0.26 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 06_2047 Total -PM 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)304 766 283 221 812 238 362 1601 227 356 1936 328 v/c Ratio 1.35 0.80 0.44 1.00 0.90 0.40 0.90 0.94 0.33 0.94 1.18 0.51 Control Delay (s/veh)208.3 29.9 4.2 93.8 61.2 12.2 75.0 47.0 5.3 66.8 113.1 13.2 Queue Delay 0.0 0.0 0.0 0.0 2.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)208.3 29.9 4.2 93.8 63.5 12.2 75.0 47.0 5.3 66.8 113.1 13.2 Queue Length 50th (ft)~265 125 32 126 334 3 145 440 20 135 ~682 117 Queue Length 95th (ft)m#247 m119 m29 #264 #434 96 #226 #525 36 m#227 #779 m211 Internal Link Dist (ft)705 2554 1275 1297 Turn Bay Length (ft)240 230 275 250 260 250 270 275 Base Capacity (vph)225 977 644 222 922 605 401 1700 682 378 1647 645 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 43 0 0 0 0 0 0 2 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.35 0.78 0.44 1.00 0.92 0.39 0.90 0.94 0.33 0.94 1.18 0.51 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 07_2047 Total -AM Improved 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)265 518 185 200 646 212 264 1255 104 141 1003 176 v/c Ratio 0.50 0.56 0.32 0.35 0.82 0.37 0.72 0.68 0.14 0.49 0.58 0.26 Control Delay (s/veh)35.9 30.5 6.2 22.2 49.3 7.0 55.6 31.8 4.0 56.8 33.6 10.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)35.9 30.5 6.2 22.2 49.3 7.0 55.6 31.8 4.0 56.8 33.6 10.5 Queue Length 50th (ft)52 85 21 46 226 7 95 297 1 35 133 0 Queue Length 95th (ft)100 117 m58 73 297 61 #147 355 29 77 282 102 Internal Link Dist (ft)705 2554 1275 1297 Turn Bay Length (ft)240 230 275 250 260 250 270 275 Base Capacity (vph)561 1005 607 566 829 591 371 1833 729 286 1736 680 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.47 0.52 0.30 0.35 0.78 0.36 0.71 0.68 0.14 0.49 0.58 0.26 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 07_2047 Total -PM Improved 6: College (US 287) & Drake 10/29/2025 Synchro 12 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)304 766 283 221 812 238 362 1601 227 356 1936 328 v/c Ratio 0.70 0.80 0.44 0.51 0.90 0.40 0.90 0.94 0.33 0.93 1.17 0.51 Control Delay (s/veh)49.6 30.1 4.2 30.9 61.4 12.2 75.0 47.0 5.3 65.5 111.9 13.1 Queue Delay 0.0 0.0 0.0 0.0 2.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (s/veh)49.6 30.1 4.2 30.9 63.7 12.2 75.0 47.0 5.3 65.5 111.9 13.1 Queue Length 50th (ft)81 125 32 58 334 3 145 440 20 135 ~682 117 Queue Length 95th (ft)m77 m119 m29 94 #434 96 #226 #525 36 m#227 #779 m211 Internal Link Dist (ft)705 2554 1275 1297 Turn Bay Length (ft)240 230 275 250 260 250 270 275 Base Capacity (vph)437 977 644 432 922 605 401 1700 682 381 1651 646 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 43 0 0 0 0 0 0 2 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.70 0.78 0.44 0.51 0.92 0.39 0.90 0.94 0.33 0.93 1.17 0.51 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.